CN219406357U - New energy electric vehicle and switch control circuit thereof - Google Patents
New energy electric vehicle and switch control circuit thereof Download PDFInfo
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- CN219406357U CN219406357U CN202320496376.0U CN202320496376U CN219406357U CN 219406357 U CN219406357 U CN 219406357U CN 202320496376 U CN202320496376 U CN 202320496376U CN 219406357 U CN219406357 U CN 219406357U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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Abstract
The utility model discloses a new energy electric vehicle and a switch control circuit thereof, wherein the switch control circuit comprises a switch, a first MOS tube, a second MOS tube, a first IGBT tube, a second IGBT tube and a control module, wherein two first MOS tubes and second MOS tubes which are connected in series are connected in parallel at two ends of the switch, and simultaneously the two first IGBT tubes and the second IGBT tubes which are connected in series are connected in parallel for conduction; when the switch needs to be disconnected, the first MOS tube and the second MOS tube are controlled to be connected, the switch is turned off, no arc is generated when the contact is disconnected in a low-voltage state, no arc and no high heat are generated when the contact is connected and disconnected, the service life of the switch is prolonged, and the use safety of the switch is improved.
Description
Technical Field
The utility model relates to the technical field of new energy electric vehicles, in particular to a new energy electric vehicle and a switch control circuit thereof.
Background
When the switch of the new energy electric vehicle in the prior art is opened or closed when high-voltage and high-current flows through the switch, electric arcs and electromagnetic interference can be generated at contacts of the switch, so that the service life of the switch is short.
Disclosure of Invention
The embodiment of the utility model provides a new energy electric vehicle and a switch control circuit thereof, which are used for solving the problem that in the prior art, when a switch of the new energy electric vehicle is opened or closed when high-voltage and high-current flows, electric arcs and electromagnetic interference are generated, so that the service life of the switch is short.
An embodiment of the present utility model provides a switch control circuit of a new energy electric vehicle, where the switch control circuit includes:
a switch;
the drain electrode of the first MOS tube is connected with the input end of the switch;
the source electrode of the second MOS tube is connected with the source electrode of the first MOS tube, and the drain electrode of the second MOS tube is connected with the output end of the switch;
the collector of the first IGBT tube is connected with the input end of the switch;
the emitter of the second IGBT tube is connected with the emitter of the first IGBT tube, and the collector of the second IGBT tube is connected with the output end of the switch;
and the output end of the control module is respectively connected with the control end of the switch, the grid electrode of the first MOS tube, the grid electrode of the second MOS tube, the grid electrode of the first IGBT tube and the grid electrode of the second IGBT tube.
Preferably, when the control module receives a switch conduction signal, the control module sends the conduction signal to the first IGBT tube and the second IGBT tube, and then sends the conduction signal to the switch.
Preferably, when the control module receives a switch off signal, the control module sends a turn-on signal to the first MOS tube and the second MOS tube, then sends a turn-off signal to the switch, and then sends a turn-off signal to the first MOS tube and the second MOS tube.
Preferably, the input end of the switch is also connected with a power supply end, and the output end of the switch is also connected with a battery;
the switch control circuit further includes:
the input end of the magnetic switch is connected with the battery, and the output end of the magnetic switch is connected with electric equipment;
and the magnetic sensor is arranged adjacent to the magnetic switch, and the output end of the magnetic sensor is connected with the control module.
Preferably, when the control module detects a charging signal through the magnetic sensor, the control module sends a conducting signal to the first IGBT tube and the second IGBT tube, and then sends the conducting signal to the switch.
Preferably, when the control module detects that the charging is stopped through the magnetic sensor, the control module sends a turn-on signal to the first MOS tube and the second MOS tube, then sends a turn-off signal to the switch, and then sends a turn-off signal to the first MOS tube and the second MOS tube.
Preferably, the magnetic switch comprises a magnet, a connecting rod, a first copper bar and a second copper bar, wherein the magnet is fixed on the connecting rod, a coil is arranged on the magnet, the second copper bar is fixed on the connecting rod, and the first copper bar is in sliding connection with the connecting rod and is located between the magnet and the second copper bar.
Preferably, a first contact is arranged on the first copper bar, a second contact is arranged on the second copper bar, the first contact is contacted with the second contact when the magnetic switch is closed, and the magnetic sensor is arranged adjacent to the first contact and the second contact.
A second aspect of the embodiment of the present utility model provides a new energy electric vehicle, including the switch control circuit provided in the first aspect.
The technical effects of the embodiment of the utility model are as follows: the two ends of the switch are connected with the first MOS tube and the second MOS tube in parallel, the two first IGBT tubes and the second IGBT tubes in series are connected in parallel at the same time, the first IGBT tube and the second IGBT tube are controlled to be connected before the switch is connected, at the moment, current can firstly pass through the first IGBT tube and the second IGBT tube to supply power to the rear end, the voltage at the two ends of the switch is equal to the voltage between the two IGBT tubes, and when the switch is connected, the switch is connected with zero voltage attraction; when the switch needs to be disconnected, the first MOS tube and the second MOS tube are controlled to be connected, the switch is turned off, no arc is generated when the contact is disconnected in a low-voltage state, no arc and no high heat are generated when the contact is connected and disconnected, the service life of the switch is prolonged, and the use safety of the switch is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are needed in the description of the embodiments of the present utility model will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present utility model, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural diagram of a switch control circuit of a new energy electric vehicle according to an embodiment of the present utility model;
fig. 2 is a schematic structural diagram of an example one of a switch control circuit of a new energy electric vehicle according to the first embodiment of the present utility model;
fig. 3 is a power-on current flow chart of an example one of a switch control circuit of a new energy electric vehicle according to the first embodiment of the present utility model;
fig. 4 is a power-on current flow chart of an example one of a switch control circuit of a new energy electric vehicle according to the first embodiment of the present utility model;
fig. 5 is a power-off current flow chart of an example one of a switch control circuit of a new energy electric vehicle according to the first embodiment of the present utility model;
fig. 6 is a schematic structural diagram of a switch control circuit of a new energy electric vehicle according to a second embodiment of the present utility model;
fig. 7 is a current flow chart of the switch control circuit of the new energy electric vehicle according to the second embodiment of the present utility model;
fig. 8 is a current flow chart of the switch control circuit of the new energy electric vehicle according to the second embodiment of the present utility model;
fig. 9 is a current flow diagram of a switch control circuit of a new energy electric vehicle according to the second embodiment of the present utility model;
fig. 10 is a circuit diagram of a switch control circuit of a new energy electric vehicle according to the second embodiment of the present utility model;
fig. 11 is a schematic working diagram of a magnetic switch and a magnetic sensor of a switch control circuit of a new energy electric vehicle according to a second embodiment of the present utility model;
in the figure: 101. a switch; 102. a first MOS tube; 103. a second MOS tube; 104. a first IGBT tube; 105. a second IGBT tube; 106. a control module; 202. a magnetic switch; 203. a magnetic sensor; 201. a battery; 301. a power supply end; 501. a connecting rod; 502. a magnet; 503. a fixed rod; 504. a first copper bar; 506. a second copper bar; 507. a first contact; 508. and a second contact.
Detailed Description
The following description of the embodiments of the present utility model will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
It should be understood that the present utility model may be embodied in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the utility model to those skilled in the art. In the drawings, the dimensions and relative dimensions of layers and regions may be exaggerated for the same elements throughout for clarity.
It will be understood that when an element or layer is referred to as being "on" …, "" adjacent to "…," "connected to" or "coupled to" another element or layer, it can be directly on, adjacent to, connected to or coupled to the other element or layer, or intervening elements or layers may be present. In contrast, when an element is referred to as being "directly on" …, "" directly adjacent to "…," "directly connected to" or "directly coupled to" another element or layer, there are no intervening elements or layers present. It will be understood that, although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms are only used to distinguish one element, component, region, layer or section from another element, component, region, layer or section. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the present utility model.
Spatially relative terms, such as "under …," "under …," "below," "under …," "above …," "above," and the like, may be used herein for ease of description to describe one element or feature's relationship to another element or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use and operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements or features described as "under" or "beneath" other elements would then be oriented "on" the other elements or features. Thus, the exemplary terms "under …" and "under …" may include both an upper and a lower orientation. The device may be otherwise oriented (rotated 90 degrees or other orientations) and the spatially relative descriptors used herein interpreted accordingly.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term "and/or" includes any and all combinations of the associated listed items.
In the following description, for the purpose of providing a thorough understanding of the present utility model, detailed structures and steps are presented in order to illustrate the technical solution presented by the present utility model. Preferred embodiments of the present utility model are described in detail below, however, the present utility model may have other embodiments in addition to these detailed descriptions.
Example 1
The embodiment of the utility model provides a switch control circuit of a new energy electric vehicle, which aims to solve the problem that in the prior art, when a switch of the new energy electric vehicle is opened or closed when high-voltage and high-current flow occurs, electric arcs and electromagnetic interference are generated, so that the service life of the switch is short.
In one embodiment of the present utility model, as shown in fig. 1, a switch control circuit of a new energy electric vehicle is provided, where the switch control circuit includes:
a switch 101;
the drain electrode of the first MOS tube 102 is connected with the input end of the switch 101;
a source electrode of the second MOS tube 103 is connected with a source electrode of the first MOS tube 102, and a drain electrode of the second MOS tube is connected with an output end of the switch 101;
a first IGBT tube 104 whose collector is connected to the input terminal of the switch 101;
a second IGBT tube 105 having an emitter connected to the emitter of the first IGBT tube 104 and a collector connected to the output terminal of the switch 101;
and the output end of the control module 106 is respectively connected with the control end of the switch 101, the grid electrode of the first MOS tube 102, the grid electrode of the second MOS tube 103, the grid electrode of the first IGBT tube 104 and the grid electrode of the second IGBT tube 105.
When the switch 101 needs to be turned on, the control module 106 sends a turn-on signal to the first IGBT tube 104 and the second IGBT tube 105, and then sends a turn-on signal to the switch 101.
When the switch 101 needs to be turned off, the control module 106 sends a turn-on signal to the first MOS transistor 102 and the second MOS transistor 103, then sends a turn-off signal to the switch 101, and then sends a turn-off signal to the first MOS transistor 102 and the second MOS transistor 103.
As an example, as shown in fig. 2, two ends of the switch 101 are connected to the power supply terminal 301 and the battery 201, the voltage of the power supply terminal 301 is 400V, the voltage of the battery 201 is 300V, the contact resistance of the switch 101 is 1mΩ, and the voltage drop of the intermediate contact switch 101 is about 100V. If the switch 101 is closed directly, the high voltage causes arcing at the contacts and significant heat is released. In order to eliminate the arc and greatly reduce the generated heat, the two ends of the switch 101 are connected with two IGBT tubes in series in parallel, and two MOS tubes in series are connected with two ends of the switch in parallel.
As shown in fig. 3, after power-on, the control module 106 controls the first IGBT tube 104 and the second IGBT tube 105 to be turned on, and current flows from the power supply terminal 301 first, flows into the battery 201 through the diodes in the first IGBT tube 104 and the second IGBT tube 105 in sequence, and the total voltage required for turning on the two IGBT tubes is about 3V. When the two IGBT tubes are conducted, the voltage at two ends of the switch 101 connected in parallel with the two IGBT tubes is reduced to about 3V from original 100V, and at the moment, the switch is in a low-voltage state, and no electric arc is generated after the contacts are attracted. Meanwhile, a large amount of heat can not be generated because the time required for switching on the two IGBT tubes to re-attract the contacts is short.
As shown in fig. 4, after the control module 106 controls the switch 101 to be closed, since the resistance of the switch 101 is smaller than that of the IGBT tube, the current continuously flows from the power supply terminal 301 to the battery 201 from the switch 101, and the voltage at both ends of the switch 101 is restored to the original 100V without passing through the IGBT tube.
As shown in fig. 5, before the control module 106 controls the switch 101 to be turned off, the first MOS transistor 102 and the second MOS transistor 103 are controlled to be turned on, and the current will pass through the two MOS transistors above. The on voltage of the MOS tube is in the millivolt level, the voltage of two ends of the switch 101 can be reduced from 100V to the millivolt level after the MOS tube is turned on, and an arc is not generated when a contact is disconnected in a low-voltage state. Because the time required for switching on the MOS tube and then switching off the contact is short, a large amount of heat can not be generated.
The first embodiment of the utility model has the technical effects that: the two ends of the switch are connected with the first MOS tube and the second MOS tube in parallel, the two first IGBT tubes and the second IGBT tubes in series are connected in parallel at the same time, the first IGBT tube and the second IGBT tube are controlled to be connected before the switch is connected, at the moment, current can firstly pass through the first IGBT tube and the second IGBT tube to supply power to the rear end, the voltage at the two ends of the switch is equal to the voltage between the two IGBT tubes, and when the switch is connected, the switch is connected with zero voltage attraction; when the switch needs to be disconnected, the first MOS tube and the second MOS tube are controlled to be connected, the switch is turned off, no arc is generated when the contact is disconnected in a low-voltage state, no arc and no high heat are generated when the contact is connected and disconnected, the service life of the switch is prolonged, and the use safety of the switch is improved.
Example two
The second embodiment of the utility model provides a switch control circuit of a new energy electric vehicle, which solves the problem of how to apply the switch control circuit in the first embodiment to a charging circuit.
According to the technical scheme provided by the second embodiment of the present utility model, based on the technical scheme provided by the first embodiment, as shown in fig. 6, an input end of the switch 101 is further connected with a power supply end 301, and an output end of the switch 101 is further connected with a battery 201; the switch control circuit further includes:
the input end of the magnetic switch 202 is connected with the battery 201, and the output end of the magnetic switch is connected with the electric equipment 401;
a magnetic sensor 203, which is disposed adjacent to the magnetic switch 202, has an output connected to the control module 106.
When the control module 106 detects a charging signal through the magnetic sensor 203, it sends a turn-on signal to the first IGBT tube 104 and the second IGBT tube 105, and then sends a turn-on signal to the switch 101. Specifically, when the magnetic sensor 203 detects that the current is small, the switch 101 needs to be turned on to supply power, and a charging signal is sent to the control module 106.
When the control module 106 detects that the charging is stopped through the magnetic sensor 203, it sends a turn-on signal to the first MOS transistor 102 and the second MOS transistor 103, then sends a turn-off signal to the switch 101, and then sends a turn-off signal to the first MOS transistor 102 and the second MOS transistor 103. Specifically, when the magnetic sensor 203 detects that the current is decreasing, the switch 101 needs to be turned off to stop the power supply to the battery 201, and a charging stop signal is sent to the control module 106.
As shown in fig. 7, the battery 201 supplies power to the electric device through the magnetic switch 202, the current flowing through the magnetic switch 202 generates magnetic induction lines, the magnetic sensor 203 converts the detected magnetic induction lines flowing through the magnetic switch 202 into current, when detecting that the current is smaller than a preset current value through the comparator, the control module 106 sends a conducting signal to the control module 106, the control module 106 controls the switch 101 to control the first IGBT tube 104 and the second IGBT tube 105 to conduct, the current flows out from the power supply end 301, flows into the battery 201 through the diodes in the first IGBT tube 104 and the second IGBT tube 105 in sequence, and the total voltage required by the conduction of the two IGBT tubes is lower. When the two IGBT tubes are turned on, the voltage across the switch 101 connected in parallel with the two IGBT tubes will be reduced from the original high voltage to the low voltage, and no arc will be generated after the contacts are pulled in due to the low voltage state. Meanwhile, a large amount of heat can not be generated because the time required for switching on the two IGBT tubes to re-attract the contacts is short.
As shown in fig. 8, after the control module 106 controls the switch 101 to be closed, since the resistance at the switch 101 is smaller than the resistance of the IGBT tube, the current continuously flows from the power supply terminal 301 to the battery 201 from the switch 101, and the voltage at both ends of the switch 101 is restored to the original voltage without passing through the IGBT tube.
As shown in fig. 9, in the process of charging the battery 201 by the power supply terminal 301, the battery 201 supplies power to the electric device through the magnetic switch 202, the current flowing through the magnetic switch 202 generates magnetic induction lines, the magnetic sensor 203 converts the detected magnetic induction lines flowing through the magnetic switch 202 into current, when the comparator detects that the current value is continuously greater than a preset current value and starts to decrease, a turn-off signal is sent to the control module 106, before the control module 106 controls the switch 101 to be turned off, the first MOS tube 102 and the second MOS tube 103 are controlled to be turned on, and the current passes through the two MOS tubes above. The on voltage of the MOS tube is in millivolt level, the voltage at two ends of the switch 101 is reduced to millivolt level after the MOS tube is turned on, and an arc is not generated when a contact is disconnected in a low-voltage state. Because the time required for switching on the MOS tube and then switching off the contact is short, a large amount of heat can not be generated.
As an example, as shown in fig. 10, the control module includes a control chip U1, a control chip U2, a control chip U3, and a control chip U4, where a pin 7 of the control chip U1 is connected to a gate of the IGBT tube Q2 through a resistor R3, a pin 7 of the control chip U2 is connected to a gate of the MOS tube Q1 through a resistor R4, a pin 7 of the control chip U3 is connected to a gate of the IGBT tube Q5 through a resistor R8, and a pin 7 of the control chip U4 is connected to a gate of the MOS tube Q6 through a resistor R9.
As shown in fig. 11, the magnetic switch 202 includes a magnet 502, a connecting rod 501, a first copper bar 504 and a second copper bar 506, the magnet 502 is fixed on the connecting rod 501, a coil is disposed on the magnet 502, the second copper bar 506 is fixed on the connecting rod 501, and the first copper bar 504 is slidably connected with the connecting rod 501 and is located between the magnet 502 and the second copper bar 506. The first copper bar 504 is provided with a first contact 507, the second copper bar 506 is provided with a second contact 508, when the magnetic switch 202 is closed, the first contact 507 is contacted with the second contact 508, and the magnetic sensor 203 is arranged adjacent to the first contact 507 and the second contact 508.
The magnetic sensor 203 is TMR, the schematic connection section of the TMR and the contact is shown in fig. 11, the elliptical dotted line is the direction of the induced magnetic field of the energized copper bar, the TMR can detect the intensity of the induced magnetic field of the copper bar, obtain an analog voltage value, obtain a current value corresponding to the analog voltage value through an algorithm, and then send a signal to control the switch 101 to be turned on or turned off. TMR continuously detects the magnitude of the current, and when the TMR detected current value is small, it indicates that the battery 201 needs to be charged. At this time, the switch 101 needs to be closed, electromagnetic interference and electric arc can be generated when the switch 101 is directly closed in a high-voltage state, the control chip U1 conducts the IGBT tube Q2, the control chip U2 conducts the IGBT tube Q5, and then the switch 101 is controlled to conduct so as to reduce electromagnetic interference and arc extinction. During charging, TMR detects a gradual increase in voltage and the charging current remains stable. When the charging amount is enough, the TMR can detect that the current value is gradually reduced, and at the moment, the switch 101 needs to be disconnected to stop charging, the control chip U2 conducts the MOS tube Q1, the control chip U4 conducts the MOS tube Q6, and electromagnetic interference and arc extinction are reduced.
The second embodiment of the utility model has the technical effects that: compared with the first embodiment, the magnetic switch and the magnetic sensor are added, the magnetic sensor is used for detecting the current flowing through the magnetic switch, so that the automatic switch-on of the switch is realized when the battery power is smaller, the power supply end is powered by the battery, and the automatic switch-off of the switch is realized when the battery power is sufficient, so that the power supply end stops supplying power to the battery.
Example III
The third embodiment of the utility model provides a new energy electric vehicle, which comprises the switch control circuit provided by the first embodiment and the second embodiment.
The above embodiments are only for illustrating the technical solution of the present utility model, and are not limiting; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present utility model, and are intended to be included in the scope of the present utility model.
Claims (9)
1. The utility model provides a switch control circuit of new forms of energy electric motor car which characterized in that, switch control circuit includes:
a switch;
the drain electrode of the first MOS tube is connected with the input end of the switch;
the source electrode of the second MOS tube is connected with the source electrode of the first MOS tube, and the drain electrode of the second MOS tube is connected with the output end of the switch;
the collector of the first IGBT tube is connected with the input end of the switch;
the emitter of the second IGBT tube is connected with the emitter of the first IGBT tube, and the collector of the second IGBT tube is connected with the output end of the switch;
and the output end of the control module is respectively connected with the control end of the switch, the grid electrode of the first MOS tube, the grid electrode of the second MOS tube, the grid electrode of the first IGBT tube and the grid electrode of the second IGBT tube.
2. The switch control circuit of claim 1 wherein the control module sends a turn-on signal to the switch after the control module receives a switch turn-on signal to the first IGBT tube and the second IGBT tube.
3. The switch control circuit of claim 1, wherein when the control module receives a switch off signal, the control module sends an on signal to the first MOS transistor and the second MOS transistor, then sends an off signal to the switch, and then sends an off signal to the first MOS transistor and the second MOS transistor.
4. The switch control circuit of claim 1, wherein the input of the switch is further connected to a power supply, and the output of the switch is further connected to a battery;
the switch control circuit further includes:
the input end of the magnetic switch is connected with the battery, and the output end of the magnetic switch is connected with electric equipment;
and the magnetic sensor is arranged adjacent to the magnetic switch, and the output end of the magnetic sensor is connected with the control module.
5. The switch control circuit of claim 4 wherein the control module sends a turn-on signal to the switch after sending a turn-on signal to the first IGBT tube and the second IGBT tube when the control module detects a charge signal via the magnetic sensor.
6. The switch control circuit of claim 4 wherein the control module sends a turn-off signal to the switch after sending a turn-on signal to the first MOS transistor and the second MOS transistor when the control module detects a stop charge signal via the magnetic sensor, and then sends a turn-off signal to the first MOS transistor and the second MOS transistor.
7. The switch control circuit of claim 4 wherein the magnetic switch includes a magnet secured to the connecting rod, a coil disposed on the magnet, a connecting rod, a first copper bar secured to the connecting rod and a second copper bar slidably connected to the connecting rod and positioned between the magnet and the second copper bar.
8. The switch control circuit of claim 7 wherein a first contact is provided on the first copper bar and a second contact is provided on the second copper bar, the first contact and the second contact being in contact when the magnetic switch is closed, the magnetic sensor being disposed adjacent the first contact and the second contact.
9. A new energy electric vehicle, characterized in that the new energy electric vehicle comprises the switch control circuit according to any one of claims 1 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320496376.0U CN219406357U (en) | 2023-03-07 | 2023-03-07 | New energy electric vehicle and switch control circuit thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320496376.0U CN219406357U (en) | 2023-03-07 | 2023-03-07 | New energy electric vehicle and switch control circuit thereof |
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| Publication Number | Publication Date |
|---|---|
| CN219406357U true CN219406357U (en) | 2023-07-25 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202320496376.0U Active CN219406357U (en) | 2023-03-07 | 2023-03-07 | New energy electric vehicle and switch control circuit thereof |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117284086A (en) * | 2023-11-17 | 2023-12-26 | 深圳市长天智能有限公司 | Contactor control method, power supply system and automobile |
-
2023
- 2023-03-07 CN CN202320496376.0U patent/CN219406357U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117284086A (en) * | 2023-11-17 | 2023-12-26 | 深圳市长天智能有限公司 | Contactor control method, power supply system and automobile |
| CN117284086B (en) * | 2023-11-17 | 2024-02-09 | 深圳市长天智能有限公司 | Contactor control method, power supply system and automobile |
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