Electric all-terrain vehicle

Abstract

This application relates to the field of vehicle technology and discloses an electric all-terrain vehicle. The electric all-terrain vehicle includes a frame, body panels, a running gear, a power system, a power battery, and an electrical system. The electrical system includes a high-voltage power supply circuit, a low-voltage control circuit, a high-voltage relay, a controller, and a safety connector. The high-voltage power supply circuit includes a power supply branch, which is electrically connected to an electrical load. The low-voltage control circuit includes a control branch. The contact switch of the high-voltage relay is electrically connected to the power supply branch and connected in series with the electrical load. The controller is electrically connected to the high-voltage relay and is used to control the closing or opening of the high-voltage relay's contact switch. The safety connector includes a safety switch, which is connected in series with the control branch. The controller is electrically connected to the control branch and is capable of responding to the opening of the safety switch by controlling the opening of the high-voltage relay's contact switch. In this application, maintenance personnel are less likely to experience high-voltage electric shock during maintenance operations.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to an electric all-terrain vehicle. Background Technology

[0002] With the rapid development of new energy passenger vehicles, the electric all-terrain vehicle field has also seen the emergence of pure electric or hybrid all-terrain vehicles that use power batteries to provide power to the motor so that the motor can drive the wheels.

[0003] The operating voltage of the power battery and its connected electrical load components is relatively high, generally exceeding 100V. When repairing electric all-terrain vehicles, if the repair personnel accidentally touch the high-voltage electrical load components, they are prone to electric shock, which can cause injury to the repair personnel, resulting in poor safety. Utility Model Content

[0004] In view of this, this application provides an electric all-terrain vehicle that makes it less likely for maintenance personnel to be electrocuted during maintenance operations.

[0005] This application provides an electric all-terrain vehicle, including a frame, body panels, a running system, a power system, a power battery, and an electrical system. The body panels at least partially cover the frame. The running system is at least partially located below the frame. The power system is supported by the frame and connected to the running system. The power battery is supported by the frame and electrically connected to the power system. The electrical system includes a high-voltage power supply circuit and a low-voltage control circuit, with the power battery electrically connected to the high-voltage power supply circuit. The high-voltage power supply circuit includes a power supply branch, with an electrical load device electrically connected to the power supply branch. An interlocking connector is also connected in series on the power supply branch, and the interlocking connector is connected in series with the electrical load device. The interlocking connector has a plugged-in state and a pulled-out state. When the interlocking connector is in the plugged-in state, the interlocking connector conducts the power supply branch; when the interlocking connector is in the pulled-out state, the interlocking connector does not conduct the power supply branch.

[0006] The low-voltage control circuit includes a control branch, and an interlock connector is connected in series with the control branch. When the interlock connector is in the plugged-in state, the interlock connector conducts the control branch. When the interlock connector is in the unplugged state, the interlock connector does not conduct the control branch.

[0007] The electrical system also includes a high-voltage relay and a controller. The contact switch of the high-voltage relay is electrically connected to the power supply branch and connected in series with the electrical load. The controller is electrically connected to the high-voltage relay and is used to control the closing or opening of the contact switch of the high-voltage relay.

[0008] The electrical system also includes a safety connector, which includes a safety switch connected in series with the control branch; the controller is electrically connected to the control branch and is able to respond to the opening of the safety switch and control the contact switch of the high-voltage relay to open.

[0009] In some embodiments of this application, multiple power supply branches are provided, and each power supply branch is provided with a power load device and an interlocking connector; each safety connector includes at least two safety switches, and multiple control branches are also provided, with multiple safety switches in each safety connector corresponding one-to-one with multiple power supply branches, and each control branch has a safety switch connected in series; the safety connector has a plugged-in state and a pulled-out state, when the safety connector is in the plugged-in state, all multiple safety switches in the safety connector are turned on; when the safety connector is in the pulled-out state, all multiple safety switches in the safety connector are turned off; the controller can respond to the opening of any safety switch and control the contact switches on the corresponding or all power supply branches to open.

[0010] In some embodiments of this application, the high-voltage relay is provided with multiple contact switches, and the number of contact switches on the high-voltage relay is the same as the number of safety switches on the safety connector; the controller is able to respond to the disconnection of any safety switch of any safety connector and control the corresponding or all high-voltage relay contact switches to disconnect.

[0011] In some embodiments of this application, the number of high-voltage relays is the same as the number of safety switches, and they correspond one-to-one. Each high-voltage relay is provided with a contact switch. The controller can respond to the opening of any safety switch and control the contact switches of the corresponding or all high-voltage relays to open.

[0012] In some embodiments of this application, the safety connector includes a female connector and a male connector, the female connector having a slot and the male connector being inserted into the slot; the safety switch includes a female contact and a male contact, the female contact being located on the female connector and the male contact being located on the male connector, and after the male connector is inserted into the slot, the female contact and the male contact are in contact with each other and electrically connected.

[0013] In some embodiments of this application, the inner wall of the slot is provided with a mating hole, and the male head is provided with a mating protrusion, which can be inserted into the mating hole; along the groove depth direction of the slot, the end of the mating protrusion near the bottom of the slot is provided with a guide surface; when the male head and female head are inserted together, the guide surface can abut against the opening of the slot and guide the mating protrusion into the mating hole.

[0014] In some embodiments of this application, the inner wall of the slot is provided with a guide groove, which extends along the depth direction of the slot. Along the depth direction of the slot, the end of the guide groove away from the bottom of the slot is open, and the mating protrusion can slide in the guide groove.

[0015] In some embodiments of this application, the electric all-terrain vehicle is further provided with a cargo box body, which is rotatably mounted above the vehicle frame, and a safety connector is located below the cargo box body.

[0016] In some embodiments of this application, the vehicle frame is detachably connected to an insulating partition, the insulating partition is located below the cargo box body, and the safety connector is located below the insulating partition.

[0017] In some embodiments of this application, the insulating partition is provided with an observation and operation hole, through which the safety connector can be observed when viewed from above.

[0018] In this application, when the safety switch inside the safety connector is disconnected, the controller can control the contact switch of the high-voltage relay to open, thereby disconnecting the power supply branch and de-energizing the electrical load. Since the safety switch is located on a low-voltage control branch, maintenance personnel will not experience high-voltage electric shock when operating the safety connector. Therefore, maintenance personnel are unlikely to experience high-voltage electric shock during maintenance operations. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of an electric all-terrain vehicle provided in one embodiment of this application;

[0020] Figure 2 This is a top view of an electric all-terrain vehicle provided in one embodiment of this application after removing part of its structure;

[0021] Figure 3 This is a circuit diagram of an electrical system provided in an embodiment of this application;

[0022] Figure 4 This is a schematic diagram of the structure of an interlock switch provided in an embodiment of this application;

[0023] Figure 5 This is a top view of the rear of an electric all-terrain vehicle provided in one embodiment of this application after the cargo box assembly has been removed;

[0024] Figure 6 This is a circuit diagram of an electrical system provided in another embodiment of this application. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0027] In this document, high voltage refers to a voltage value greater than or equal to 36V, and low voltage refers to a voltage value less than 36V; high-voltage devices refer to electrical devices with a rated operating voltage greater than or equal to 36V, and low-voltage devices refer to electrical devices with a rated operating voltage less than 36V. In this embodiment, the electrical load device is a high-voltage device.

[0028] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0029] Reference Figure 1 and Figure 2 This application provides an electric all-terrain vehicle 100, which is an electric UTV (Utility Vehicle). The electric all-terrain vehicle 100 includes a frame 11, a body panel 12, a running system 13, a transmission system (not shown), a power system 14, and a power battery 15. The body panel 12 at least partially covers and is fixedly connected to the frame 11, and substantially covers the outer periphery of the frame 11. The running system 13 includes wheels rotatably connected to the frame 11, with at least a portion of the wheels located below the frame 11, and the wheels support the frame 11. The power system 14 is disposed within and supported by the frame 11, and provides power; the power battery 15 supplies power to the power system 14. The transmission system is disposed on the frame 11 and transmits at least a portion of the power generated by the power system 14 to the running system 13, driving the running system 13 to move.

[0030] The power system 14 includes a power motor 141, and a power battery 15, which is at least partially supported by and fixedly connected to the frame 11. The power motor 141 is at least partially supported by and connected to the frame 11, and is connected to the wheels of the walking system 13 via a transmission system. The power battery 15 is electrically connected to the power motor 141 and supplies power to the power motor 141, enabling the power motor 141 to transmit power to the wheels of the walking system 13 through the transmission system, thereby driving the wheels of the walking system 13 to rotate. In some embodiments, the electric all-terrain vehicle 100 may also be a hybrid UTV, in which case the corresponding power system 14 also includes an engine and a fuel tank. The fuel tank supplies fuel to the engine, and the power motor 141 and the engine together drive the wheels of the walking system 13 to rotate through the transmission system.

[0031] For ease of description, this application defines the directions of front, rear, left, right, up, and down. The front-rear direction refers to the length of the frame 11 of the electric all-terrain vehicle 100, the left-right direction refers to the width of the frame 11, and the up-down direction refers to the height of the frame 11. In this embodiment, the directions of front, rear, left, right, up, and down are based on the state of the electric all-terrain vehicle 100 traveling on a level surface, not on a sloping surface.

[0032] The electric all-terrain vehicle 100 has a front end 16, a passenger compartment 17, and a rear end 18, which are arranged sequentially in a front-to-back direction. The front end 16 is located in front of the passenger compartment 17, and the rear end 18 is located behind the passenger compartment 17. It is understood that the frame 11 and the body panels 12 together define the passenger compartment 17, which is used by the driver and passengers. In some embodiments, the passenger compartment 17 is smaller, only allowing the driver to sit and operate the electric all-terrain vehicle 100.

[0033] The rear 18 of the electric all-terrain vehicle 100 is also equipped with a cargo box body 181, which is rotatably mounted above the frame 11. The cargo box body 181 has a reset state and a raised state; when the cargo box body 181 is flipped upward to its limit position, the cargo box body 181 is in the raised state, so that the goods inside the cargo box body 181 can slide out of the cargo box body 181 under its own weight; when the cargo box body 181 is rotated downward to abut against the frame 11, the cargo box body 181 is in the reset state. At this time, the cargo box body 181 and the body cover 12 basically form a closed area (not shown in the figure). It can be understood that this closed area is located below the cargo box body 181 in the reset state.

[0034] Reference Figure 2 and Figure 3 The electric all-terrain vehicle 100 also includes an electrical system 19, which includes a high-voltage power supply circuit 191 and a low-voltage control circuit 192. A power battery 15 is electrically connected to the high-voltage power supply circuit 191, and a storage battery 1921 is electrically connected to the low-voltage control circuit 192. The power battery 15 serves as a high-voltage power source and supplies high-voltage electricity to the high-voltage power supply circuit 191, while the storage battery 1921 serves as a low-voltage power source and supplies low-voltage electricity to the low-voltage control circuit 192. In some embodiments, the low-voltage control circuit 192 may also be powered by the low-voltage electricity generated by stepping down the power battery 15 through a transformer.

[0035] The high-voltage power supply circuit 191 includes multiple power supply branches 1911, each of which is electrically connected to a load device 1911a. In this embodiment, the load device 1911a is a high-voltage device. Each power supply branch 1911 is also connected in series with an interlocking connector 1911b, and each interlocking connector 1911b is connected in series with the load device 1911a on the corresponding power supply branch 1911. The interlocking connector 1911b has a plugged-in state and a pulled-out state. When the interlocking connector 1911b is in the plugged-in state, it connects the corresponding power supply branch 1911, energizing the electrical load 1911a on the corresponding power supply branch 1911. When the interlocking connector 1911b is in the pulled-out state, it does not connect the corresponding power supply branch 1911, causing the corresponding power supply branch 1911 to be open-circuited, thereby de-energizing the electrical load 1911a on the corresponding power supply branch 1911.

[0036] Exemplarily, the electrical load device 1911a includes a power motor 141, a charger, a voltage converter, and a high-voltage power distribution unit. Optionally, multiple electrical load devices are connected in parallel. In some embodiments, the charger, voltage converter, and high-voltage power distribution unit are integrated into a three-in-one module 1911c. In other embodiments, the charger, voltage converter, and high-voltage power distribution unit may also be independent electrical components.

[0037] In some embodiments, the frame 11 is provided with a mounting rod 111, which is located behind the passenger compartment 17 and is fixedly connected to the frame 11. The mounting rod 111 is located inside the enclosed area below the cargo body 181 in the reset state. The three-in-one module 1911c is fixedly mounted on the mounting rod 111 to connect with the frame 11. The cargo body 181 and the body cover 12 provide protection for electrical components such as the three-in-one module 1911c within the enclosed area.

[0038] The low-voltage control circuit 192 includes multiple control branches 1922, the number of which is the same as the number of power supply branches 1911, and each control branch 1922 corresponds one-to-one with a power supply branch 1911. An interlocking connector 1911b on each power supply branch 1911 is also connected in series with the corresponding control branch 1922. When the interlocking connector 1911b is in the plugged-in state, it conducts the corresponding control branch 1922; when the interlocking connector 1911b is in the unplugged state, it does not conduct the corresponding control branch 1922, thus breaking the circuit in the corresponding control branch 1922.

[0039] Understandably, each control branch 1922 has at least a positive line 1922a and a negative line 1922b. The positive line 1922a is used to connect the interlock connector 1911b to the positive terminal of the low-voltage power supply, and the negative line 1922b is used to connect the interlock connector 1911b to the negative terminal of the low-voltage power supply. The positive line 1922a and the negative line 1922b are electrically connected to each other. Exemplarily, the positive line 1922a and the negative line 1922b are electrically connected to each other at the interlock connector 1911b.

[0040] The electrical system 19 also includes high-voltage relays 193. The number of high-voltage relays 193 is the same as the number of power supply branches 1911, and the high-voltage relays 193 correspond one-to-one with the power supply branches 1911. Each high-voltage relay 193 is equipped with a contact switch 1931. The contact switch 1931 is electrically connected to the corresponding power supply branch 1911 and connected in series with the electrical load component 1911a on the corresponding power supply branch 1911.

[0041] Reference Figure 3 and Figure 4 The electrical system 19 also includes a safety connector 194, which includes a safety switch 1941, a female connector 1942, and a male connector 1943. The safety switch 1941 includes two sets of male pins 1941a and female pins 1941b. The two male pins 1941a are located on the female connector 1942, and the two female pins 1941b are located on the male connector 1943. The female connector 1942 has a slot 1942a. The safety connector 194 has an inserted state and a removed state. When the safety connector 194 is in the inserted state, the male connector 1943 is inserted into the slot 1942a, and the male pin 1941a is electrically connected to the corresponding female pin 1941b, i.e., the safety switch 1941 is closed. When the safety connector 194 is in the removed state, the female connector 1942 is disengaged from the male connector 1943, and the male pin 1941a is separated from the corresponding female pin 1941b, i.e., the safety switch 1941 is open. In some embodiments, the female connector 1942 and the male connector 1943 may be omitted, and a plug-in structure or a snap-fit ​​structure may be provided on the male pin 1941a and the female pin 1941b, as long as the male pin 1941a and the female pin 1941b can be detachably electrically connected to each other.

[0042] In some embodiments, the number of safety connectors 194 is the same as the number of control branches 1922, with each safety connector 194 corresponding to a control branch 1922 in a one-to-one manner, and each safety connector 194 connected in series with its corresponding control branch 1922. Taking one control branch 1922 as an example, one set of male pins 1941a and female pins 1941b of the safety switch 1941 is connected in series with the positive line 1922a of the control branch 1922, and the other set of male pins 1941a and female pins 1941b is connected in series with the negative line 1922b of the control branch 1922. When a safety connector 194 is in the unplugged state, both the positive line 1922a and the negative line 1922b of the corresponding control branch 1922 are disconnected.

[0043] In other embodiments, only one of the positive line 1922a and the negative line 1922b of the control branch 1922 may be electrically connected to one set of male pins 1941a and female pins 1941b of the safety switch 1941. That is, the control branch 1922 uses only one set of male pins 1941a and female pins 1941b of the safety switch 1941. Therefore, it can be understood that in other embodiments, the safety switch 1941 includes only one set of male pins 1941a and female pins 1941b.

[0044] The electrical system 19 also includes a controller 195, which is electrically connected to all the high-voltage relays 193 and all the control branches 1922. The controller 195 is capable of responding to the opening of any safety switch 1941 and controlling the contact switch 1931 on the corresponding power supply branch 1921 to open, thereby de-energizing the corresponding power supply branch 1911. That is, when the safety switch 1941 is opened, the corresponding control branch 1922 is disconnected, and the controller 195 causes the contact switch 1931 on the corresponding power supply branch 1911 to open, thus de-energizing the corresponding power supply branch 1911. In some embodiments, the controller 195 is a vehicle control unit (VCU), which is described in detail in the original text. Figure 2 The controller 195 is fixedly connected to the mounting rod 111. In some embodiments, the controller 195 may also be a battery management system (BMS). In other embodiments, the controller 195 may also be the MCU (main control chip) of the electric all-terrain vehicle 100 or other electrical devices with control functions.

[0045] In some embodiments, when any safety switch 1941 is open, the controller 195 can open the contact switches 1931 on all power supply branches 1911 to de-energize all power supply branches 1911, thereby de-energizing all electrical loads 1911a. In other embodiments, when any safety switch 1941 is open, the controller 195 can open the contact switches 1931 on multiple power supply branches 1911 to de-energize the corresponding multiple power supply branches 1911, thereby de-energizing the corresponding multiple electrical loads 1911a. It is understood that the controller 195 controls the high-voltage relays 193 to open or close the contact switches 1931 of the controlled single or multiple high-voltage relays 193.

[0046] In some embodiments, the interlocking connector 1911b is a connector structure. It is understood that the interlocking connector 1911b includes a plug 1911d and a socket 1911e. The plug 1911d and the socket 1911e are respectively provided with a high-voltage pin 1911f and a low-voltage pin 1911g. The high-voltage pin 1911f is electrically connected to the power supply branch 1911, and the low-voltage pin 1911g is electrically connected to the control branch 1922. When plug 1911d is inserted into socket 1911e, interlocking connector 1911b is in the inserted state, and the high-voltage pin 1911f of plug 1911d and the high-voltage pin 1911f of socket 1911e are in contact and electrically connected, thus connecting the corresponding power supply branch 1911. At the same time, when plug 1911d is inserted into socket 1911e, the low-voltage pin 1911e of plug 1911d and the low-voltage pin 1911g of socket 1911e are in contact and electrically connected, thus connecting the corresponding control branch 1922.

[0047] Reference Figure 4The male connector 1943 has a mating protrusion 1943a on its side wall, and a mating hole 1942b on the inner wall of the slot 1942a, which connects the inside and outside of the slot 1942a. The mating protrusion 1943a has a guide surface 1943b, which is inclined on the side of the mating protrusion 1943a near the bottom of the slot 1942a, and along the groove depth direction of the slot 1942a, the end of the guide surface 1943b near the bottom of the slot 1942a is inclined towards the male connector 1943. When the male connector 1943 mates with the female connector 1942, the guide surface 1943b abuts against the opening of the slot 1942a, causing the female connector 1942 to be subjected to force and deform outward at the opening of the slot 1942a. This causes the mating protrusion 1943a to move into the slot 1942a, allowing the male connector 1943 to continue moving towards the bottom of the slot 1942a. When the mating protrusion 1943a aligns with the mating hole 1942b, the deformation of the female connector 1942 is restored, and the mating protrusion 1943a is inserted into the mating hole 1942b. This restricts the male connector 1943 from moving outward from the slot 1942a, which helps to improve the stability of the connection between the male connector 1943 and the female connector 1942.

[0048] In some embodiments, the female connector 1942 is provided with a guide groove 1942c, which is disposed along the depth direction of the slot 1942a. Along the depth direction of the slot 1942a, the guide groove 1942c is located on the side of the mating hole 1942b away from the bottom of the slot 1942a. Along the depth direction of the slot 1942a, the guide groove 1942c is aligned with and spaced apart from the mating hole 1942b, and the end of the guide groove 1942c away from the mating hole 1942b is open. When the female connector 1942 is mated with the male connector 1943, the mating protrusion 1943a can be inserted into the guide groove 1942c first. The guide groove 1942c guides the mating protrusion 1943a, aligning the male connector 1943 with the slot 1942a, facilitating the insertion of the male connector 1943 into the slot 1942a, and simultaneously facilitating the alignment of the mating protrusion 1943a with the mating hole 1942b. After the guide surface 1943b abuts against the bottom of the guide groove 1942c, the part of the female head 1942 located at the bottom of the guide groove 1942c undergoes elastic deformation, allowing the mating protrusion 1943a to be inserted into the mating hole 1942b.

[0049] Reference Figure 2 and Figure 5 In some embodiments, the frame 11 is provided with an insulating partition 112, which is located above the mounting rod 111 and on the cargo box body 181 in the reset state (see Figure 1Below the three-in-one module 1911c and the safety connector 194, an insulating partition 112 is placed over the three-in-one module 1911c and the safety connector 194, and the insulating partition 112 is fixed to the frame 11 with screws. The insulating partition 112 separates the three-in-one module 1911c and other electrical components from the cargo box body 181 and also has a waterproof effect, which can further reduce the risk of high voltage electric shock.

[0050] The insulating partition 112 is provided with an observation and operation hole 1121 through which the safety connector 194 can be observed. In some embodiments, the observation and operation hole 1121 is opened through the vertical direction and is aligned with the safety connector 194 in the vertical direction. After the cargo box body 181 is raised, the connection status of the female head 1942 and the male head 1943 of the safety connector 194 provided on the mounting rod 111 can be viewed through the observation and operation hole 1121.

[0051] When the electric all-terrain vehicle 100 needs to be repaired, the cargo box body 181 can be raised first, and then the side of the insulating partition 112 near the safety connector 194 can be removed. Then, the insulating partition 112 can be pulled upwards, and the female head 1942 and male head 1943 of the safety connector 194 can be separated by reaching out to disconnect the power using the electrical load 1911a. This reduces the risk of high-voltage electric shock and improves the safety of the repair operation.

[0052] Reference Figure 6 In some embodiments, a safety connector 194 has at least two safety switches 1941, each connected in series with a control branch 1922. When the safety connector 194 is in the plugged-in state, each safety switch 1941 within the safety connector 194 is closed, causing the corresponding multiple control branches 1922 to conduct; when the safety switch 1941 is in the unplugged state, each safety switch 1941 within the safety connector 194 is open, causing the corresponding multiple control branches 1922 to not conduct. By controlling a single safety connector 194, multiple control branches 1922 can be controlled to control multiple or all of the corresponding power supply branches 1911, thereby facilitating the simultaneous power-off of multiple electrical loads 1911a.

[0053] In some embodiments, the number of high-voltage relays 193 is less than the number of power supply branches 1911, wherein at least one high-voltage relay 193 has multiple contact switches 1931, each contact switch 1931 corresponding to one power supply branch 1911 and connected in series with the corresponding power supply branch 1911. The controller 195 can control the power outage of multiple corresponding power supply branches 1911 by controlling a single high-voltage relay 193. Exemplarily, the number of high-voltage relays 193 is the same as the number of safety connectors 194.

[0054] Furthermore, those skilled in the art should recognize that the above embodiments are merely illustrative of this application and are not intended to limit this application. Any appropriate changes and variations made to the above embodiments within the essential spirit and scope of this application fall within the scope of this application's disclosure.

Claims

1. An electric all-terrain vehicle, comprising: Frame; A body panel that at least partially covers the vehicle frame; A walking system, at least partially located under the vehicle frame; A power system, which is supported by the frame and connected to the running gear; The power battery is supported by the vehicle frame and electrically connected to the power system; The electrical system includes a high-voltage power supply circuit and a low-voltage control circuit, and the power battery is electrically connected to the high-voltage power supply circuit. The high-voltage power supply circuit is characterized in that it includes a power supply branch, which is electrically connected to an electrical load; an interlocking connector is also connected in series on the power supply branch, and the interlocking connector has a plug-in state and a pull-out state. When the interlocking connector is in the plug-in state, the interlocking connector conducts the power supply branch; when the interlocking connector is in the pull-out state, the interlocking connector does not conduct the power supply branch. The low-voltage control circuit includes a control branch, and the interlocking connector is connected in series with the control branch. When the interlocking connector is in the plugged-in state, the interlocking connector conducts the control branch. When the interlocking connector is in the unplugged state, the interlocking connector does not conduct the control branch. The electrical system also includes a high-voltage relay and a controller. The contact switch of the high-voltage relay is electrically connected to the power supply branch and connected in series with the electrical load. The controller is electrically connected to the high-voltage relay and is used to control the closing or opening of the contact switch of the high-voltage relay. The electrical system also includes a safety connector, which includes a safety switch connected in series with the control branch; the controller is electrically connected to the control branch and is capable of responding to the opening of the safety switch and controlling the contact switch of the high-voltage relay to open.

2. The electric all-terrain vehicle of claim 1, wherein, The power supply branch has multiple branches, and each power supply branch is equipped with the electrical load device and the interlocking connector; each safety connector includes at least two safety switches, and there are also multiple control branches. The multiple safety switches in each safety connector correspond one-to-one with the multiple power supply branches, and each control branch has one safety switch connected in series; the safety connector has a plugged-in state and a plugged-out state. When the safety connector is in the plugged-in state, all the multiple safety switches in the safety connector are turned on; When the safety connector is in the unplugged state, all of the multiple safety switches inside the safety connector are disconnected; The controller is capable of responding to the opening of any of the safety switches and controlling the contact switches on the corresponding or all of the power supply branches to open.

3. The electric all-terrain vehicle of claim 2, wherein, The high-voltage relay is provided with a plurality of contact switches, the number of contact switches on the high-voltage relay being the same as the number of safety switches on the safety connector; the controller is capable of responding to the disconnection of any safety switch of any safety connector and controlling the corresponding or all contact switches of the high-voltage relay to disconnect.

4. The electric all-terrain vehicle of claim 2, wherein, The number of high-voltage relays is the same as the number of safety switches, and they correspond one-to-one. Each high-voltage relay is equipped with a contact switch. The controller can respond to the opening of any of the safety switches and control the contact switches of the corresponding or all of the high-voltage relays to open.

5. The electric all-terrain vehicle of claim 1, wherein, The safety connector includes a female connector and a male connector. The female connector has a slot, and the male connector is inserted into the slot. The safety switch includes a female contact and a male contact. The female contact is located on the female connector, and the male contact is located on the male connector. After the male connector is inserted into the slot, the female contact and the male contact come into contact with each other and are electrically connected.

6. The electric all-terrain vehicle of claim 5, wherein, The inner wall of the slot is provided with a mating hole, and the male connector is provided with a mating protrusion, which can be inserted into the mating hole; along the groove depth direction of the slot, the end of the mating protrusion near the bottom of the groove is provided with a guide surface; when the male connector and the female connector are inserted, the guide surface can abut against the opening of the slot and guide the mating protrusion into the mating hole.

7. The electric all-terrain vehicle of claim 6, wherein, The inner wall of the slot is provided with a guide groove, which extends along the depth direction of the slot. The end of the guide groove away from the bottom of the slot is open, and the mating protrusion can slide within the guide groove.

8. The electric all-terrain vehicle of claim 1, wherein, The electric all-terrain vehicle also has a cargo box body, which is rotatably mounted above the vehicle frame, and the safety connector is located below the cargo box body.

9. The electric all-terrain vehicle of claim 8, wherein, The vehicle frame is detachably connected to an insulating partition, which is located below the main body of the cargo box, and the safety connector is located below the insulating partition.

10. The electric all-terrain vehicle of claim 9, wherein, The insulating partition is provided with an observation and operation hole, through which the safety connector can be observed when viewed from above.

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