CN220262570U

CN220262570U - Emergency power-off device of power supply and electric automobile

Info

Publication number: CN220262570U
Application number: CN202320275970.7U
Authority: CN
Inventors: 李瀚堃; 李砚泉
Original assignee: Individual
Current assignee: Individual
Priority date: 2023-02-21
Filing date: 2023-02-21
Publication date: 2023-12-29
Anticipated expiration: 2033-02-21

Abstract

The application relates to an emergent power-off device of power supply and electric automobile, wherein, this emergent power-off device includes: the power supply, the motor driver and the motor which are connected in series in sequence further comprise: the main control positive relay is connected in series between the positive electrode of the power supply and the motor driver; the main control negative relay is connected in series between the negative electrode of the power supply and the motor driver; the pre-charging circuit is connected in parallel to two ends of the main control positive relay and comprises a pre-charging resistor and a pre-charging relay which are connected in series; the auxiliary power supply is electrically connected with the main control positive relay, the main control negative relay, the pre-charging relay and the electronic control unit, and the electronic control unit is also electrically connected with the motor driver; the emergency power-off control module is electrically connected with the auxiliary power supply, the main control positive relay, the main control negative relay, the pre-charging relay and the electronic control unit ECU. The braking capability is ensured when the ECU breaks down, crashes or signal interference and the like, and the driving safety is improved.

Description

Emergency power-off device of power supply and electric automobile

Technical Field

The application relates to the technical field of electric automobiles, in particular to a power supply emergency power-off device and an electric automobile provided with the power supply emergency power-off device.

Background

An Electric Vehicle (EV) is a Vehicle that uses a Vehicle-mounted power supply as power and uses a motor to drive wheels to run, and meets various requirements of road traffic and safety regulations. In recent years, as the social conservation amount of electric automobiles is continuously increased, the running safety problem is increasingly outstanding, and serious traffic accidents caused by 'brake failure' are continuously caused, so that life and property losses are caused.

The electric automobile braking system generally adopts a booster motor brake pump to improve the braking capability, and under normal conditions, when a brake pedal is stepped on, a signal is output to a brake booster motor, and the motor outputs enough torque to be converted into braking force, so that the braking requirement is met; meanwhile, a brake pedal signal is output to an electronic control unit ECU (Electronic Control Unit, also called a "driving computer"), and the ECU output cuts off the power output of the motor driver so as to brake the vehicle.

The "brake failure" condition described above was analyzed to have two major factors: firstly, an ECU control system of an electric automobile is complex, when an input signal (including an accelerator pedal signal and a brake pedal signal) is possibly disturbed, failed or the ECU is dead, a correct power output control signal cannot be output, so that the power output of a motor driver cannot run according to a control action instruction of a driver, acceleration cannot be stopped when the power output is abnormal, and running safety risks exist, particularly the electric automobile with an auxiliary driving function; secondly, the electric automobile braking system adopts the booster motor brake pump, and when the booster motor control signal is wrong, the booster motor can lose the brake booster effect, can only rely on second grade mechanical mechanism brake, and the braking ability greatly reduced has increased driving safety risk.

If the hardware is in error, such as whether the parts are broken and worn or the brake oil is lost, the problems are easy to detect, but as the automobile software iterates rapidly, new functions emerge, the system crashes and jams are more common, and the problems of the software are not easy to detect like the hardware.

Thus, the problem of brake failure caused by the failure, the crash, the signal interference, or the like of the ECU cannot be effectively solved.

Disclosure of Invention

The embodiment of the application provides a power supply emergency power-off device and an electric automobile, which are used for at least realizing the disconnection of the power output of a motor driver when an electronic control unit ECU breaks down, crashes or signal interference and the like, ensuring the braking capability and improving the driving safety.

In a first aspect, an embodiment of the present application provides an emergency power-off device for a power source, including a power source, a motor driver and a motor that are sequentially connected in series, further including:

the main control positive relay K+ is connected in series between the positive electrode of the power supply and the motor driver;

the main control negative relay K-is connected in series between the negative electrode of the power supply and the motor driver;

the pre-charging circuit is connected in parallel to two ends of the main control positive relay K+ and comprises a pre-charging resistor RP and a pre-charging relay KP which are connected in series;

the auxiliary power supply is electrically connected with the first ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 of the main control positive relay K+ and the main control negative relay K-and the pre-charging relay KP, and the second ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 are electrically connected with the electronic control unit ECU and are used for controlling the on-off of the main control positive relay K+ and the main control negative relay K-and the pre-charging relay KP;

the emergency power-off control module is electrically connected with the auxiliary power supply, the main control positive relay K+, the main control negative relay K-, the pre-charging relay KP and the electronic control unit ECU, and comprises an emergency power-off switch, a combined wire harness, a first time-delay power-off circuit and a second time-delay power-off circuit.

In some of these embodiments, the emergency power down control module includes: the emergency power-off switch K is electrically connected between the auxiliary power supply and the first ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 and used for controlling the on-off of the first ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 and the auxiliary power supply.

In some of these embodiments, the emergency power down control module includes: the emergency power-off switch K is electrically connected with one end of the auxiliary power supply, the other end of the emergency power-off switch K is electrically connected with the first ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 through a combined wiring harness, and the second ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 are electrically connected with the electronic control unit ECU through the combined wiring harness.

In some of these embodiments, the emergency power down control module includes: one end of the emergency power-off switch K is electrically connected with the auxiliary power supply, and the other end of the emergency power-off switch K is electrically connected with the first ends of the driving coil XP1, the driving coil XP2 and the driving coil XP 3;

the diode D33 is reversely connected between the second end of the driving coil XP1 and the second end of the driving coil XP 2;

the first time-delay power-off circuit is electrically connected between the emergency power-off switch K and the first end of the driving coil XP 2;

the second time-delay power-off circuit is electrically connected between the emergency power-off switch K and the first end of the driving coil XP 3.

In some of these embodiments, the first delayed power down circuit comprises:

a diode D31 electrically connected to the emergency power-off switch K and the first end of the driving coil XP 2;

the capacitor C31 is electrically connected with the first end of the driving coil XP2 and the ground end;

the second time-delay power-off circuit includes:

a diode D32, electrically connected to the emergency power-off switch K and the first end of the driving coil XP 3;

and the capacitor C32 is electrically connected with the first end of the driving coil XP3 and the ground end.

In some embodiments, a diode D34 is also reversely connected between the first end and the second end of the driving coil XP1 to protect a circuit.

In some embodiments, the first delay power-off circuit, the second delay power-off circuit, the diode D33 and the diode D34 are packaged on a printed circuit board PCB, and the printed circuit board PCB is connected with the main control positive relay k+, the main control negative relay K-, the pre-charge relay KP, the emergency power-off switch and the electronic control unit ECU through connecting wires.

In some embodiments, the printed circuit board PCB is encapsulated in a plastic case and fixedly arranged on one side of a bracket of the electronic control unit ECU, the master positive relay k+ or the master negative relay K-.

Based on the structure, the emergency power-off device can be completely compatible with a control system of an electric automobile, emergency power-off control can be realized without changing a control system architecture and control logic, the function upgrading cost is low, and the running safety of the automobile is improved.

In some of these embodiments, the electronic control unit ECU includes at least:

the controller MCU and the transistors Q11, Q12 and Q13 electrically connected with the controller MCU, wherein the control ends of the transistors Q11, Q12 and Q13 are electrically connected with the controller MCU, the on-off of each transistor is controlled according to the output signal of the controller MCU, and the transistors Q11, Q12 and Q13 are respectively electrically connected with the second ends of the driving coils XP1, XP2 and XP 3.

In some of these embodiments, the motor driver further comprises:

the capacitor C1 is electrically connected with the main control positive relay K+ and the main control negative relay K & lt- & gt and the pre-charging relay KP;

the inverter circuit is connected in parallel to two ends of the capacitor C1 and is electrically connected with the motor, the inverter circuit is a full-bridge inverter circuit formed by six switching transistors, and the inverter circuit inverts when the motor driver works and discharges the capacitor C1 after the motor driver is powered off.

In a second aspect, an embodiment of the present application provides an electric automobile, where a control system of the electric automobile includes the power source emergency power-off device according to the first aspect.

Compared with the related art, the emergency power-off device for the power supply and the electric automobile provided by the embodiment of the application are characterized in that the motor driver is disconnected from the power supply by pressing the emergency power-off switch K, so that the power output of the motor is cut off; the emergency power-off device can be completely compatible with a control system of an electric automobile, emergency power-off control can be realized without changing a control system architecture and control logic, the function upgrading cost is low, and the running safety of the automobile is improved.

The details of one or more embodiments of the application are set forth in the accompanying drawings and the description below to provide a more thorough understanding of the other features, objects, and advantages of the application.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute an undue limitation to the application. In the drawings:

FIG. 1 is a schematic circuit diagram of a power source emergency power-off device according to a first embodiment of the present application;

FIG. 2 is a schematic circuit diagram of a power source emergency power-off device according to a second embodiment of the present application;

FIG. 3 is a schematic circuit diagram of a power source emergency power down device according to a third embodiment of the present application;

fig. 4 is a schematic circuit diagram of a power source emergency power-off device according to a fourth embodiment of the present application.

In the figure:

1. an auxiliary power supply; 2. a power source; 3. a motor driver; 4. an electronic control unit ECU;

5. a first time-delay power-off circuit; 6. a second time-delay power-off circuit; 7. a Printed Circuit Board (PCB);

8. and combining the wire harnesses.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described and illustrated below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden on the person of ordinary skill in the art based on the embodiments provided herein, are intended to be within the scope of the present application.

It is apparent that the drawings in the following description are only some examples or embodiments of the present application, and it is possible for those of ordinary skill in the art to apply the present application to other similar situations according to these drawings without inventive effort. Moreover, it should be appreciated that while such a development effort might be complex and lengthy, it would nevertheless be a routine undertaking of design, fabrication, or manufacture for those of ordinary skill having the benefit of this disclosure, and thus should not be construed as having the benefit of this disclosure.

Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is to be expressly and implicitly understood by those of ordinary skill in the art that the embodiments described herein can be combined with other embodiments without conflict.

Unless defined otherwise, technical or scientific terms used herein should be given the ordinary meaning as understood by one of ordinary skill in the art to which this application belongs. Reference to "a," "an," "the," and similar terms herein do not denote a limitation of quantity, but rather denote the singular or plural. The terms "comprising," "including," "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, article, or apparatus that comprises a list of steps or modules (elements) is not limited to only those steps or elements but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus. The terms "connected," "coupled," and the like in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The term "plurality" as used herein refers to two or more. "and/or" describes an association relationship of an association object, meaning that there may be three relationships, e.g., "a and/or B" may mean: a exists alone, A and B exist together, and B exists alone. The character "/" generally indicates that the context-dependent object is an "or" relationship. The terms "first," "second," "third," and the like, as used herein, are merely distinguishing between similar objects and not representing a particular ordering of objects.

First embodiment:

the embodiment provides a power supply emergency power-off device, fig. 1 is a schematic circuit diagram of the power supply emergency power-off device according to the first embodiment of the application, and referring to fig. 1, the power supply emergency power-off device includes: auxiliary power source 1, power source 2, motor driver 3, electronic control unit ECU4, etc. It will be appreciated by those skilled in the art that the power source emergency power disconnect arrangement shown in fig. 1 is not limiting and may include more or fewer components than shown, or may be combined with certain components, or a different arrangement of components.

The following describes the components of the emergency power-off device for a power source in detail with reference to fig. 1. In the figure, power supply 2, motor driver 3 and motor concatenate in proper order, still include between power supply 2 and the motor driver: the system comprises a main control positive relay K+, a main control negative relay K-, a pre-charging circuit, an auxiliary power supply 1 and an emergency power-off control module. The main control positive relay K+ is connected in series between the positive electrode of the power supply 2 and the motor driver 3; the main control negative relay K-is connected in series between the negative electrode of the power supply 2 and the motor driver 3; the pre-charging circuit is connected in parallel to two ends of the main control positive relay K+ and specifically comprises a pre-charging resistor RP and a pre-charging relay KP which are connected in series; the auxiliary power supply 1 is electrically connected with the driving coil XP1, the driving coil XP2 and the first end of the driving coil XP3 of the main control positive relay K+, the main control negative relay K-and the pre-charging relay KP, namely the positive end, and the driving coil XP1, the driving coil XP2 and the second end of the driving coil XP3, namely the negative end, are electrically connected with the electronic control unit ECU4. The emergency power-off control module is electrically connected with the auxiliary power supply 1, the main control positive relay K+, the main control negative relay K-, the pre-charging relay KP and the electronic control unit ECU4, and specifically comprises an emergency power-off switch K, a combined wire harness 8, a first time-delay power-off circuit 5 and a second time-delay power-off circuit 6.

In addition, the electronic control unit ECU4 is also electrically connected with the motor driver 3 and used for controlling the on-off of the main control positive relay K+ and the main control negative relay K-and the pre-charging relay KP and outputting driving signals to the motor driver 3; optionally, the auxiliary power supply 1 adopts a 12V or 24V battery module and is used for power consumption of other systems such as an electronic control unit ECU4 power supply, illumination, brake assistance or entertainment system and the like; the power source 2 adopts a 300V-400V or 700V-800V battery pack module for supplying power to the motor driver 3 so as to provide running power. The auxiliary power supply 1 can be charged by the power supply 2 via direct-current buck conversion DC/DC.

The emergency power-off control module of the embodiment of the application comprises: the emergency power-off switch K is electrically connected between the auxiliary power supply 1 and the first ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 and used for controlling the on-off between the first ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 and the auxiliary power supply 1, and when the emergency power-off switch is pressed, the first ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 are disconnected with the auxiliary power supply 1 and the connection between the power supply 2 and the motor driver 3 is cut off.

Specifically, the electronic control unit ECU4 includes at least: the controller MCU and the transistors Q11, Q12 and Q13 electrically connected with the controller MCU, wherein the control ends of the transistors Q11, Q12 and Q13 are electrically connected with the controller MCU, the on-off of each transistor is controlled according to the output signal of the controller MCU, and the transistors Q11, Q12 and Q13 are respectively electrically connected with the second ends of the driving coils XP1, XP2 and XP 3.

The motor driver 3 is configured to include: the capacitor C1 and the inverter circuit or further comprises a rectifying circuit, wherein the capacitor C1 is electrically connected with the main control positive relay K+ and the main control negative relay K-and the pre-charging relay KP; the inverter circuit is connected in parallel with two ends of the capacitor C1 and is electrically connected with the motor, the inverter circuit is a full-bridge inverter circuit formed by six switching transistors Q1-Q6, optionally, the switching transistors are IGBT modules, the inverter circuit inverts when the motor driver 3 works and discharges the capacitor C1 after the motor driver 3 is powered off.

In some embodiments, the electronic control unit ECU4 may also be provided with a charge-discharge control module, and collect the electric quantity generated by the inertial kinetic energy of the motor during braking, and store the electric quantity in the power battery through filtering, rectification and/or voltage conversion, so as to save energy.

It should be noted that, for convenience in operation, the emergency power-off switch K1 of the above embodiment may be fixedly installed at a position in the cab of the electric vehicle where the driver touches the touch pad, such as a steering wheel area, a driver's hand, or a foot touch pad.

Under normal working conditions, the emergency power-off switch K1 is in a conducting state. When the electric automobile is started, the electronic control unit ECU4 outputs a relay control signal to drive the transistors Q11, Q12 and Q13 to be conducted, so that the anodes of the driving coils XP1, XP2 and XP3 are connected with the auxiliary power supply 1, the cathodes of the driving coils XP and XP3 are grounded through the transistors to form a loop, and the main control negative relay K-and the pre-charging relay KP are sequentially conducted; after the precharge circuit delays, the main control positive relay K+ is also conducted, the power supply 2 is conducted with the motor driver 3, and the electric automobile enters a normal working mode;

when the driver steps on the accelerator pedal, the motor driver 3 controls the motor to accelerate according to the action instruction of the driver under the control of the electronic control unit ECU4, and particularly, the motor can be regulated to accelerate or decelerate through the duty ratio, the frequency and the like of the driving signal, and the corresponding relation between the pedal signal and the driving signal is not particularly limited;

when a driver steps on a brake pedal, the brake booster motor pushes the brake pump to perform braking action, and meanwhile, the electronic control unit ECU4 is required to cut off power output of the motor and decelerate until stopping.

In the above process, when the ECU4 works abnormally, fails or receives signal interference, and cannot control the motor to slow down or brake according to the action command of the driver, the auxiliary power supply 1 and the main control positive relay k+ can be disconnected by pressing the emergency power-off switch K, so that the power output of the motor is disconnected to complete the braking action.

Specific embodiment II:

fig. 2 is a schematic circuit diagram of an emergency power-off device for a power source according to a second embodiment of the present application, and is shown in fig. 2, and the same points as those of the first embodiment are not described in detail, except that:

the emergency power-off control module comprises: the emergency power-off switch K, one end electric connection auxiliary power supply 1, the other end passes through combination pencil 8 electric connection driving coil XP1, driving coil XP2, driving coil XP 3's first end, and driving coil XP1, driving coil XP2, driving coil XP 3's second end passes through combination pencil 8 electric connection electronic control unit ECU4.

When the emergency power-off switch K is pressed, the first ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 are disconnected with the auxiliary power supply 1, the connection between the power supply 2 and the motor driver 3 is cut off, and the production cost is saved and the risk of wrong wiring is reduced by using a combined wiring harness.

Third embodiment:

fig. 3 is a schematic circuit diagram of an emergency power-off device for a power source according to a third embodiment of the present application, and is shown in fig. 3, and the same points as those of the first embodiment are not described in detail, except that:

the emergency power-off control module comprises: the device comprises an emergency power-off switch K, a diode D33, a first time-delay power-off circuit 5 and a second time-delay power-off circuit 6, wherein one end of the emergency power-off switch K is electrically connected with an auxiliary power supply 1, and the other end of the emergency power-off switch K is electrically connected with first ends of a driving coil XP1, a driving coil XP2 and a driving coil XP 3; the diode D33 is reversely connected between the second end of the driving coil XP1 and the second end of the driving coil XP2, so that when the main control positive relay K+ is conducted with the loop of the electronic control unit ECU4, the second end XP 1-of the driving coil XP1 is a low-voltage end, the second end XP 2-of the driving coil XP2 of the pre-charging relay KP is connected to the ground end through the diode and the triode Q11, and the pre-charging relay KP is controlled to maintain conduction; the first delay power-off circuit 5 is electrically connected between the emergency power-off switch K and the first end of the driving coil XP 2; the second time-delay power-off circuit 6 is electrically connected between the emergency power-off switch K and the first end of the driving coil XP3, and optionally, the diode D33 is a fast rectifying diode, such as FR107, EU107, or a switching diode, such as 1N4148.

In some of these embodiments, the first delayed power down circuit 5 comprises: the diode D31 is electrically connected with the emergency power-off switch K and the first end of the driving coil XP 2; the capacitor C31 is electrically connected to the first end of the driving coil XP2 and the ground GND.

In some of these embodiments, the second delayed power down circuit 6 comprises: the device comprises a diode D32 and a capacitor C32, wherein the diode D32 is electrically connected with the emergency power-off switch K and the first end of the driving coil XP 3; the capacitor C32 is electrically connected to the first end of the driving coil XP3 and the ground GND, and optionally, the diodes D31 and D32 are fast rectifying diodes, such as FR107 and EU107; the capacitor C31 and the capacitor C32 can be high-temperature aluminum electrolytic capacitors, such as 105 ℃ electrolytic capacitors, 125 ℃ electrolytic capacitors or solid capacitors.

The diode D33, the first time-delay power-off circuit 5, and the second time-delay power-off circuit 6 according to the embodiments of the present application may be integrally packaged with the electronic control unit ECU4 described above, or may be relatively independent.

Based on the structure, when the emergency power-off switch K is pressed to be turned off, the main control positive relay K+ is turned off, and the pre-charging relay KP and the main control negative relay K-are turned off in a delayed manner, so that the main control positive relay K+ and the main control negative relay K-are protected.

Referring to fig. 4, a diode D34 is also reversely connected between the first end and the second end of the driving coil XP1 in the embodiment of the present application to protect the circuit. The first time-delay power-off circuit 5, the second time-delay power-off circuit 6, the diode D33 and the diode D34 are packaged on the printed circuit board PCB7, and the printed circuit board PCB7 is connected with the main control positive relay K+, the main control negative relay K-, the pre-charging relay KP, the emergency power-off switch and the electronic control unit ECU4 through connecting wires so as to reduce common butt joint, and the electric connection is simpler and has high integration. The printed circuit board PCB7 is encapsulated in a plastic shell and is fixedly arranged on one side of a bracket of the electronic control unit ECU4, the main control positive relay K+ or the main control negative relay K-.

Based on the structure, when the auxiliary power supply 1 is disconnected from the main control positive relay K+ by adopting the emergency power-off switch K, the capacitors C31 and C32 in the first delay power-off circuit 5 and the second delay power-off circuit 6 provide power for the pre-charge relay KP and the main control negative relay K-, and the relay is kept in a closed state; after the capacitor C31 and the capacitor C32 are discharged, the pre-charging relay KP and the main control negative relay K-are sequentially disconnected, the connection between the motor driver 3 and the power supply 2 is thoroughly disconnected, and the motor stops accelerating.

The emergency power-off device can be completely compatible with a control system of an electric automobile, emergency power-off control can be realized without changing a control system architecture and control logic, the function upgrading cost is low, and the running safety of the automobile is improved.

In addition, based on the power supply emergency power-off device of the embodiment, the embodiment of the application also provides an electric automobile, and a control system of the electric automobile comprises the power supply emergency power-off device of the embodiment.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples merely represent a few embodiments of the present application, which are described in more detail and are not to be construed as limiting the scope of the utility model. It should be noted that it would be apparent to those skilled in the art that various modifications and improvements could be made without departing from the spirit of the present application, which would be within the scope of the present application. Accordingly, the scope of protection of the present application is to be determined by the claims appended hereto.

Claims

1. The utility model provides a power supply emergent outage device which characterized in that, including power supply, motor driver and the motor of concatenating in proper order, still include:

the auxiliary power supply is electrically connected with the first ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 of the main control positive relay K+ and the main control negative relay K-and the pre-charging relay KP, and the second ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 are electrically connected with the electronic control unit ECU;

the emergency power-off control module is electrically connected with the auxiliary power supply, the main control positive relay K+, the main control negative relay K-, the pre-charging relay KP and the electronic control unit ECU;

the emergency power-off control module comprises an emergency power-off switch, or comprises an emergency power-off switch and a combined wire harness, or comprises an emergency power-off switch, a combined wire harness, a first delay power-off circuit and a second delay power-off circuit.

2. The power source emergency power down device of claim 1, wherein the emergency power down control module comprises: the emergency power-off switch K is electrically connected between the auxiliary power supply and the first ends of the driving coil XP1, the driving coil XP2 and the driving coil XP 3.

3. The power source emergency power down device of claim 1, wherein the emergency power down control module comprises: the emergency power-off switch K is electrically connected with one end of the auxiliary power supply, the other end of the emergency power-off switch K is electrically connected with the first ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 through a combined wiring harness, and the second ends of the driving coil XP1, the driving coil XP2 and the driving coil XP3 are electrically connected with the electronic control unit ECU through the combined wiring harness.

4. The power source emergency power down device of claim 1, wherein the emergency power down control module comprises: one end of the emergency power-off switch K is electrically connected with the auxiliary power supply, and the other end of the emergency power-off switch K is electrically connected with the first ends of the driving coil XP1, the driving coil XP2 and the driving coil XP 3;

5. The power source emergency power down apparatus of claim 4, wherein the first time-lapse power down circuit comprises:

the second time-delay power-off circuit includes:

6. The emergency power cut-off device according to claim 5, wherein a diode D34 is also reversely connected between the first end and the second end of the driving coil XP 1.

7. The emergency power-off device according to claim 6, wherein the first time-delay power-off circuit, the second time-delay power-off circuit, the diode D33 and the diode D34 are packaged on a printed circuit board PCB, and the printed circuit board PCB is connected with a main control positive relay k+, a main control negative relay K-, a pre-charge relay KP, an emergency power-off switch and an electronic control unit ECU through connecting wires.

8. The emergency power-off device according to claim 7, wherein the printed circuit board PCB is encapsulated in a plastic case and fixedly arranged on one side of a bracket of the ECU, the positive master relay k+ or the negative master relay K ".

9. The power source emergency power cutoff device according to any one of claims 2 to 8, wherein the electronic control unit ECU includes at least:

the controller MCU and the transistors Q11, Q12 and Q13 electrically connected with the controller MCU, wherein the transistors Q11, Q12 and Q13 are electrically connected with the controller MCU and the second ends of the driving coils XP1, XP2 and XP3 respectively.

10. An electric vehicle, characterized in that a control system of the electric vehicle comprises a power source emergency power-off device according to any one of claims 1-9.