CN111863540B - High-voltage direct-current relay for vehicle - Google Patents
High-voltage direct-current relay for vehicle Download PDFInfo
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- CN111863540B CN111863540B CN202010795660.9A CN202010795660A CN111863540B CN 111863540 B CN111863540 B CN 111863540B CN 202010795660 A CN202010795660 A CN 202010795660A CN 111863540 B CN111863540 B CN 111863540B
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H50/00—Details of electromagnetic relays
- H01H50/54—Contact arrangements
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H47/00—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current
- H01H47/02—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current for modifying the operation of the relay
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H9/00—Details of switching devices, not covered by groups H01H1/00 - H01H7/00
- H01H9/30—Means for extinguishing or preventing arc between current-carrying parts
Abstract
The utility model provides an automobile-used high voltage direct current relay, includes low-voltage coil and contact, the one end of contact is the high voltage input end of connecting high voltage power supply, the other end of contact is the high voltage output end of connecting vehicle high voltage load, parallelly connected one includes switch tube Q1 and the series circuit that the sheetmetal constitutes that opens circuit between high voltage input end and the high voltage output end, switch tube Q1 switch on and off by automobile-used high voltage direct current relay outside through automobile-used high voltage direct current relay with the control input end that switch tube Q1 is connected controls. The low-voltage coil is connected with the switch tube Q2 in series and then grounded, and the on and off of the switch tube Q2 are also controlled by the control input end of the high-voltage direct-current relay for the vehicle.
Description
Technical Field
The invention relates to the field of new energy automobiles, in particular to a high-voltage direct-current relay for a vehicle.
Background
In order to ensure the normal on-off of an electric system, a high-voltage direct-current relay (shown in fig. 1) needs to be arranged between a battery system and a motor controller of the electric vehicle. When the system stops running, the high-voltage direct-current relay plays an isolation role; when the system operates, the high-voltage direct-current relay plays a role in connection; when the vehicle is closed or has a fault, the high-voltage direct-current relay can safely separate the energy storage system from the vehicle electrical system, and the function of breaking a circuit is achieved. Therefore, the high-voltage direct-current relay is a key safety device of a new energy automobile. Without it, the electric vehicle will not start, run, and stop.
At present, the working voltage of passenger cars is generally more than 370V, the voltage of the bus can reach more than 576V, the latest BYD Han and Porschel voltage platforms reach 800V, and the future trend is certainly that the voltage is higher and higher. The voltage of a high-voltage relay of a new energy automobile is far higher than that of a 12V/24V of a traditional automobile, and the high working platform voltage requires that a high-voltage direct-current relay product has the characteristics of good high voltage resistance, impact resistance and breaking capacity.
Disclosure of Invention
The invention provides one embodiment, a vehicle high-voltage direct-current relay, which comprises a low-voltage coil and a contact, wherein one end of the contact is a high-voltage input end connected with a high-voltage power supply, and the other end of the contact is a high-voltage output end connected with a vehicle high-voltage load.
The invention discloses a brand-new energy high-voltage relay, which is different from the existing purely mechanical electromagnetic high-voltage relay and is a mixed new energy high-voltage relay with an electronic device.
Drawings
The above and other objects, features and advantages of exemplary embodiments of the present invention will become readily apparent from the following detailed description read in conjunction with the accompanying drawings. Several embodiments of the present invention are illustrated by way of example, and not by way of limitation, in the figures of the accompanying drawings and in which:
fig. 1 is a schematic diagram of a conventional high-voltage relay.
Fig. 2 is a schematic diagram of a conventional high-voltage relay structure.
Fig. 3 is a schematic diagram of a conventional high-voltage relay structure.
Fig. 4 is a schematic diagram of a conventional high-voltage relay structure.
Fig. 5 is a schematic diagram of a conventional high-voltage relay structure.
Fig. 6 is a schematic diagram of a high voltage relay according to one embodiment of the invention.
1-stationary contact
2-vacuum chamber
3-moving contact
4-ceramic body
5-sealing ring
6-cover plate
7-armature
8-casing
9-electric arc.
Description of the preferred embodiment
As a key safety device in new energy automobiles, namely a high-voltage direct-current relay, the high-voltage direct-current relay has the basic functions of high voltage resistance, load resistance, impact resistance, strong arc extinguishing capability and strong breaking capability. The division of the functions required is as follows.
1. Regarding high voltage resistance, because the working platform voltage of the new energy electric automobile is higher and far higher than 12V/24V of the traditional automobile, the high-voltage direct-current relay matched with the new energy electric automobile is required to bear higher working voltage and reliable closing and breaking in high-voltage on-load.
2. Regarding strong load-bearing capacity, the rated power of the motor of new energy passenger cars and buses is generally more than 30KW and 80KW, the peak value reaches more than 60KW and 160KW, the current respectively reaches about 200A and 300A according to the voltage platform mentioned above, under the double pressure of product performance and cost and the same volume, the product has strong load-bearing capacity, and simultaneously has instantaneous overload capacity of multiple times of rated load current; or the smaller the volume of the product, the better at the same load resistance.
3. Regarding to shock resistance, a high-voltage direct-current relay for a new energy automobile has basic functions of resisting higher voltage and bearing enough current, and also has the function of resisting impact of large capacitive load current at the closing moment, the current is generally several times to tens of times of load rated current, and the like, a conventional relay cannot bear the impact of the instant current, and the impact current is extremely easy to cause the relay contacts to be adhered, the relay contacts are separated and failed, the power supply is cut off and out of control, and safety accidents such as vehicle damage and human death can be caused in serious cases, so that the impact current is extremely harmful. Therefore, the direct current relay product for the new energy vehicle has good impact resistance.
4. Regarding strong arc extinguishing ability, electric arc is the inevitable problem in new forms of energy high voltage relay contact closure and breaking action process, and it has greatly reduced relay contact's life. And the special rapid arc extinguishing means are adopted to reduce the energy of the electric arc, reduce the damage to the relay contact and prolong the service life of the product. Therefore, the strong arc extinguishing capability is also a basic characteristic required by the relay. At present, there are many methods for slowing down arc energy, such as vacuum arc extinguishing, inert gas arc extinguishing, permanent magnet arc extinguishing, contact mechanical arc extinguishing, etc. However, this often presents many manufacturing challenges, and none of these approaches can fundamentally extinguish the arc, especially as new energy vehicle voltages increase further in the future, and these arc mitigation designs will become bottlenecked.
5. With regard to strong breaking capacity, the working conditions of the automobile in the operation process are complex, and in an emergency situation, such as short circuit of an electrical system, the instantaneous current in a loop rises suddenly, at the moment, the relay is required to be capable of smoothly cutting off the circuit under the maximum large current without abnormal conditions such as contact adhesion or relay explosion, and the like, so that the safety hazard of fire or explosion caused by over-discharge short circuit of the battery is prevented, and the relay contact is required to have good impact resistance and adhesion resistance.
The current situation of the existing new energy high-voltage direct-current relay is that the high-voltage relay is similar to the structure of the existing low-voltage relay and also belongs to an electromagnetic relay. The magnetic force is generated by supplying power to the high-voltage relay coil, the movable contact is attracted to electrically connect the two ends of the contact, and the high-voltage loop is communicated. And the current of the coil loop is disconnected, the movable contact is released, and the high-voltage contact loop is disconnected. The disadvantages of the current high-voltage relay are: at the moment that the relay switches the load, electric arcs can be generated between contacts of the relay, the size of the electric arcs is exponentially increased along with the system voltage, the electric arcs are larger when the voltage is higher, and the electric arcs are one of main factors of abrasion of the contacts of the relay. Because the system voltage is high, the air between the relay contacts is ionized to break down the conduction, at which time the ionized gas will make the separate circuit conductive even though the relay contacts are separated. Electric arc is one of the main factors which plague the high-voltage relay of new energy at present.
The existing new energy high-voltage relay has the following methods for reducing electric arcs.
First, a relay contact vacuum chamber method or a method of filling a vacuum chamber with an inert gas is used, and a typical vacuum chamber structure is shown in fig. 2.
Second, the contact structure is optimized. The contact material of the electric vacuum element generally adopts molybdenum copper or oxygen-free copper, and the contact structure is designed to be mostly in a bridge structure. Fig. 3 shows a conventional structure, and fig. 4 shows a structure optimized for the conventional structure. Although the structure is a bridge structure, the structure in fig. 4 is more favorable for extinguishing the arc. In the traditional design, the length of a moving contact exceeds the width of two fixed contacts, and when the moving contact and the fixed contact generate electric arcs due to load switching, the electric arcs are positioned between the moving contact and the fixed contact, so that the electric arcs are not extinguished conveniently. In the optimized structure shown in fig. 4, the edge of the movable contact is slightly retracted to the inner side of the center line of the two stationary contacts, and after the electric arc is generated, the electric arc can be diffused to the outer side because the outer side of the electric arc is not blocked by the movable contact, so that the electric arc is cooled and quickly extinguished, and the ablation of the contacts is reduced.
Thirdly, the permanent magnet extinguishes the arc. Although the new energy automobile relay adopts the vacuum chamber to inhibit the generation of electric arcs, the electric arcs are only eliminated due to the conduction of ionized air, and when the contacts are switched to a high-voltage large-current load, the electric arcs are still generated due to the melting ionization emission of the contacts in a vacuum state. Therefore, in the design of the new energy automobile relay, permanent magnets are still needed to extinguish arcs so as to reduce ablation of contacts.
The arc extinguishing principle of the permanent magnets is that a current-carrying conductor can generate electrodynamic force in a magnetic field, so that if an electric arc is regarded as a soft conductor, two permanent magnets provide a stable magnetic field, and the electric arc is subjected to the electrodynamic force to deform after the electric arc is generated, namely, transversely elongate, the transversely elongate electric arc becomes thinner and is subjected to relative motion with surrounding media to be rapidly cooled, and therefore the extinguishing speed of the electric arc is increased, and abrasion and ablation of contacts are reduced. Two permanent magnets which are arranged in the same direction are designed on two sides of the moving contact and the static contact, so that the rapid dispersion and cooling of electric arcs are facilitated, and the service life of the relay is prolonged. In fig. 5 it is shown that the arc is drawn in a magnetic field towards both sides by an electrodynamic force F.
The method only reduces the damage of the electric arc to the contact to a certain extent and cannot completely eliminate the electric arc. In particular, in the production and manufacturing of the vacuum chamber, the requirement of the vacuum device on the insulating medium material is high, so that the complexity of manufacturing and the difficulty of production management and control are obviously increased. In order to overcome the defects of the existing high-voltage relay, the invention provides the following technical scheme embodiments.
According to one or more embodiments, as shown in fig. 6, a high voltage direct current relay for a vehicle includes a low voltage coil and a contact, one end of the contact is a high voltage input terminal connected to a high voltage power source, and the other end of the contact is a high voltage output terminal connected to a high voltage load of the vehicle. A series circuit consisting of a switch tube Q1 and a broken metal sheet is connected between the high-voltage input end and the high-voltage output end in parallel, and the switch tube Q1 is controlled to be switched on and off by the external part of the vehicle high-voltage direct-current relay through the control input end of the vehicle high-voltage direct-current relay, which is connected with the switch tube Q1.
The low-voltage coil is connected with the switch tube Q2 in series and then is grounded, and the on and off of the switch tube Q2 are also controlled by the control input end of the high-voltage direct-current relay for the vehicle.
Preferably, the vehicle high-voltage direct-current relay comprises a logic processing unit, a control input end of the vehicle high-voltage direct-current relay is connected to the logic processing unit, a first output end of the logic processing unit is connected with the switch tube Q1, and a second output end of the logic processing unit is connected with the switch tube Q2.
Preferably, the first output end of the logic processing unit is connected to the switching tube Q1 through a high-voltage device driving circuit. Preferably, two ends of a series circuit formed by the switch tube Q1 and the open circuit metal sheet are connected in parallel with a high-voltage contact voltage difference isolation detection circuit, and a third output end of the logic processing unit is connected to the high-voltage contact voltage difference isolation detection circuit. And a fourth output end of the logic processing unit is connected with a diagnosis output end of the vehicle high-voltage direct-current relay.
Preferably, the low-voltage coil is connected with a coil residual energy elimination circuit in parallel.
The embodiment of the invention is different from the existing high-voltage relay in that,
1. a circuit (Q1 and a short-circuit metal sheet circuit) for connecting the high-voltage electronic devices in parallel is newly added at the contact end;
2. increasing a voltage difference detection circuit at a high-voltage contact point and a drive circuit of a high-voltage device;
3. a coil end control loop is added (PWM control can be realized, and the heating of the coil is obviously reduced);
4. the logic processing unit is added, so that the current state information of the high-voltage relay can be acquired in real time and fed back to the whole vehicle.
The control principle of the high-voltage relay according to the embodiment of the present invention is described in detail below with reference to fig. 6.
First, the precharging process of the electric vehicle will be described. In order to prevent the over-high current from flowing through the high-voltage relay at the moment of electrifying, the capacitor of the inverter is charged in advance, so that the voltage difference between the contact ends of the high-voltage relay before actuation is smaller, and the generation of the contact electric arc of the high-voltage relay is mainly generated when the high-voltage relay is switched off. The pre-charging is realized by a pre-charging relay. The pre-charging relay is connected with a resistor in series to charge the capacitor of the inverter with limited current, and when the capacitor of the inverter is fully charged to be close to the terminal voltage of the battery, the pre-charging relay completes the mission and disconnects the pre-charging loop.
As for the reason why the pre-charging relay is needed, because the voltage is very high, the capacitance capacity of the inverter is also relatively large, if the main relay is directly attracted under the condition that the voltage of the inverter capacitor is very small, the instantaneous current is very large (because the capacitance is almost equal to the short circuit at this time, the current may exceed 10000A), and then the main relay cannot bear the large current and is immediately damaged. Therefore, the new energy automobile can charge the inverter capacitor through the pre-charging loop of the pre-charging relay before the main relay is closed, and the pre-charging time is usually about hundreds of milliseconds. Then the main relay is closed.
The high-voltage relay control process of the embodiment of the invention comprises a pull-in process and a disconnection process.
1, attracting process: when the low-voltage power supply of the whole vehicle is electrified and sends a pull-in signal to the control input signal of the high-voltage relay, the logic processing unit enables the coil of the high-voltage relay to be electrified and pull in the movable contact of the high-voltage relay by controlling Q2 according to the voltage difference condition of two ends of the contact detected by the voltage detection circuit at the end of the high-voltage contact under the condition that the voltage difference is smaller. Under the condition that the voltage difference between the two ends of the contact detected by the contact end voltage detection circuit is continuously larger, the logic processing unit can inform the whole vehicle of the occurrence of a problem in pre-charging through a diagnosis circuit (assuming that the voltage difference between the two ends of the electric shock is continuously larger due to abnormal pre-charging), and when the voltage difference between the two ends of the contact is smaller, the coil of the high-voltage relay is electrified to attract the movable contact of the high-voltage relay by controlling the Q2, so that the attraction action of the high-voltage relay is completed, meanwhile, the coil current is maintained to keep the contact in an attraction state, and the high-voltage electronic switching device Q1 is closed.
2, a disconnection process: when the whole vehicle needs the high-voltage relay to be turned on, a turn-off control signal is sent, and after the high-voltage relay receives the turn-off control signal, the high-voltage electronic switch device Q1 is controlled firstly under the condition that the contact keeps attracting, so that the Q1 keeps a turn-on state. Then, the coil current is turned off at the control Q2 so that the contact terminals are released (while the coil-terminal residual energy elimination circuit quickly eliminates the residual energy of the coil so that the relay contact terminals are quickly opened). Due to the existence of the Q1 loop, the voltage difference between the two ends of the contact is kept small when the contact end starts to be disconnected, so that the generation of electric arcs can be completely avoided when the contact is disconnected (the generation of the electric arcs is due to the voltage difference, and the voltage difference is small now, so that the electric arcs can be completely eliminated). And the Q1 loop can be closed after the contact end is completely disconnected, so that the high-voltage relay is completely disconnected.
The logic processing unit can comprise a microcontroller MCU, a singlechip and the like, and is used for finishing logic judgment and control of the high-voltage direct-current relay control.
The high-voltage device driving circuit is used for amplifying power of pulses output by the MCU, the singlechip or the DSP to drive the IGBT (or a high-voltage MOS tube and the like) and ensure the reliable work of the IGBT. The driving circuit plays a crucial role, and for example, the basic requirements for the IGBT driving circuit are as follows:
(A) And proper forward and reverse output voltages are provided, so that the IGBT is reliably switched on and off.
(B) And enough transient power or transient current is provided, so that the IGBT can quickly establish a gate control electric field to be conducted.
(C) The input and output delay time is as small as possible to improve the working efficiency.
(D) The input and output electrical isolation is high enough to isolate the signal circuitry from the gate drive circuitry.
The voltage difference isolation detection circuit of the high-voltage circuit comprises a voltage difference sampling circuit, and the voltage difference sampling circuit is subjected to amplification or filtering treatment after sampling, and due to the existence of high voltage, sampling, amplification and filtering are carried out after isolation.
By analyzing the technical scheme of the embodiment of the invention, the characteristics of the high-voltage direct-current relay provided by the invention comprise:
1. by utilizing the added parallel high-voltage electronic device loop, when the high-voltage relay needs to be disconnected, the mechanical relay is disconnected firstly, the parallel high-voltage electronic loop keeps the circuit connection, and the mechanical contact end has no large voltage difference, so that the generation of electric arcs can be completely stopped when the high-voltage relay is disconnected. Then the high-voltage electronic device is closed, and the circuit is disconnected. Since the high-voltage electronic circuit only needs to work at the moment when the mechanical contact is opened (the time range is related to mechanical design and is approximately in the range of a few ms), the switching speed of the high-voltage electronic device can be fully utilized to accurately break the high-voltage electronic circuit in a short time after the mechanical contact is opened.
2. The voltage difference acquisition circuit at two ends of the contact can realize failure timely diagnosis of the relay and inform the whole vehicle.
3. The current of the coil can be controlled through PWM during normal attraction, and the heat generation of the coil end is reduced. (the current that the electromagnetic relay usually attracts is far greater than the current that keeps after attracting, just can reduce the current of coil end in the maintenance stage after possessing PWM control).
4. Because the design eliminates the generation of electric arcs in principle, the structure design can be designed according to the mechanism of a common electromagnetic relay, and a vacuum chamber and the like are not needed. The structural design has outstanding advantages in material requirements and control of manufacturing ends.
5. Because the electric arc is eliminated, the load-resisting capacity and the service life of the high-voltage relay of the invention are far superior to those of the current mechanical high-voltage relay.
6. The breaking capacity of the high-voltage relay is determined by the high-voltage electronic device Q1 and the broken metal sheet which are connected in parallel. The breaking capacity is the only relative weakness of such high-voltage relays. The high-voltage electronic device Q1 is not limited in kind, and may be an IGBT, a thyristor, a high-voltage MOSFET, etc., and since there is no high requirement for the switching speed of the electronic device, the operating time is very short, and the electronic device with high pulse tolerance can be selected sufficiently. Since the high voltage electronic device Q1 circuit only works at the moment when the high voltage relay contacts are opened, little consideration is needed for heat generation and heat dissipation of Q1. The purpose of the added open circuit metal sheet (the open circuit metal can not bear normal current at all times, but can bear large current in short time (Q1 working time)) is to ensure that the circuit can be completely disconnected after Q1 short circuit failure caused by the breaking capacity exceeding the safe working range of the high-voltage electronic device. The failure mode is similar to the contact adhesion of a common high-voltage relay, and the purpose of circuit breaking cannot be achieved after the contact adhesion. The high-voltage relay can ensure reliable disconnection in emergency.
Summarizing the beneficial effects of the invention include:
(1) The contact end can ensure no electric arc under the conditions of attraction and disconnection, and the service life of the product is greatly prolonged;
(2) Because the electric arc is completely eliminated, the high-voltage relay does not need a vacuum chamber, and the manufacturing difficulty and the production cost of the product are reduced;
(3) The electromechanical hybrid type relay only needs the production requirement of a common relay, is suitable for large-scale automatic production, and improves the production efficiency;
(4) The system comprises a diagnosis circuit, a power supply and a power supply control circuit, wherein the diagnosis circuit can inform the whole vehicle under the condition that a high-voltage relay has a fault;
(5) The coil can be driven by PWM, and the heating of the coil end can be reduced under the condition of keeping the attraction state.
It should be noted that while the foregoing has described the spirit and principles of the invention with reference to several specific embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, nor is the division of aspects, which is for convenience only as the features in these aspects cannot be combined. The invention is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.
Claims (1)
1. A high-voltage direct-current relay for a vehicle comprises a low-voltage coil and a contact, wherein one end of the contact is a high-voltage input end connected with a high-voltage power supply, and the other end of the contact is a high-voltage output end connected with a high-voltage load of the vehicle,
a series circuit consisting of a switch tube Q1 and a broken metal sheet is connected between the high-voltage input end and the high-voltage output end in parallel, the on-off of the switch tube Q1 is controlled by the external part of the vehicle high-voltage direct-current relay through the control input end of the vehicle high-voltage direct-current relay connected with the switch tube Q1,
the low-voltage coil is connected with a switching tube Q2 in series and then is grounded, the on and off of the switching tube Q2 are also controlled by the control input end of the vehicle high-voltage direct-current relay,
the low-voltage coil is connected with a coil residual energy eliminating circuit in parallel,
the switching tube Q1 may be an IGBT, a thyristor or a high voltage MOSFET,
the vehicle high-voltage direct-current relay comprises a logic processing unit, the control input end of the vehicle high-voltage direct-current relay is connected with the logic processing unit, the first output end of the logic processing unit is connected with a switch tube Q1, the second output end of the logic processing unit is connected with a switch tube Q2,
the first output end of the logic processing unit is connected with the switching tube Q1 through a high-voltage device driving circuit,
the two ends of the series circuit formed by the switch tube Q1 and the broken metal sheet are connected with a high-voltage contact voltage difference isolation detection circuit in parallel, the third output end of the logic processing unit is connected with the high-voltage contact voltage difference isolation detection circuit,
the fourth output end of the logic processing unit is connected with the diagnosis output end of the vehicle high-voltage direct-current relay, when the vehicle is electrified, a resistor is connected in series through a pre-charging relay to charge a capacitor of the inverter with limited current, when the capacitor of the inverter is fully charged to be close to the voltage of the battery terminal, the pre-charging relay completes the mission and disconnects a pre-charging loop,
the control process of the vehicle high-voltage direct-current relay for the vehicle comprises a pull-in process and a disconnection process, wherein,
the attracting process comprises the following steps: when a low-voltage power supply of the whole vehicle is powered on and a pull-in signal is sent to a control input end of the vehicle high-voltage direct-current relay, the logic processing unit enables the low-voltage coil to be electrified to pull in the movable contact of the vehicle high-voltage direct-current relay through a control switch tube Q2 under the condition that the voltage difference is smaller according to the voltage difference condition of two ends of the contact detected by the high-voltage contact voltage difference isolation detection circuit; under the condition that the voltage difference at two ends of the contact detected by the high-voltage contact voltage difference isolation detection circuit is continuously larger, the logic processing unit informs the whole vehicle of the occurrence of the problem of the pre-charging through a diagnosis circuit,
when the pressure difference between two ends of the contact is smaller, the coil of the vehicle high-voltage direct-current relay is electrified to attract the movable contact of the vehicle high-voltage direct-current relay by controlling the switch tube Q2, the attraction action of the vehicle high-voltage direct-current relay is finished, meanwhile, the coil current is maintained to keep the contact in the attraction state, and the switch tube Q1 is closed;
the disconnection process includes: when the whole vehicle needs to be switched off by the vehicle high-voltage direct-current relay, a switching-off control signal is sent, and after the vehicle high-voltage direct-current relay receives the switching-off control signal, the switching tube Q1 is controlled firstly under the condition that the contact keeps in an actuation state, so that the switching tube Q1 keeps in a conducting state; then, the control switch tube Q2 cuts off the coil current to release the contact end, and meanwhile, the residual energy elimination circuit of the coil end quickly eliminates the residual energy of the coil, so that the contact end of the relay is quickly cut off; and a loop of the switch tube Q1 can be closed after the contact end is completely disconnected, so that the vehicle high-voltage direct-current relay is completely disconnected.
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| CN112928738B (en) * | 2021-01-25 | 2023-09-08 | 广州佛朗斯股份有限公司 | Circuit for high-voltage direct current of low-voltage direct current relay |
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| CN113963990B (en) * | 2021-10-19 | 2024-01-02 | 中国电信股份有限公司 | DC contactor |
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Patent Citations (2)
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| CN101556879A (en) * | 2009-05-11 | 2009-10-14 | 奇瑞汽车股份有限公司 | Relay control circuit of hybrid vehicle |
| CN104252995A (en) * | 2013-06-28 | 2014-12-31 | 王海 | Control circuit of diode contact protection combination switch and control method of relay |
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