JP2003272499A - Relay controller - Google Patents
Relay controllerInfo
- Publication number
- JP2003272499A JP2003272499A JP2002067878A JP2002067878A JP2003272499A JP 2003272499 A JP2003272499 A JP 2003272499A JP 2002067878 A JP2002067878 A JP 2002067878A JP 2002067878 A JP2002067878 A JP 2002067878A JP 2003272499 A JP2003272499 A JP 2003272499A
- Authority
- JP
- Japan
- Prior art keywords
- motor
- current
- movable contact
- relay
- fixed contact
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Links
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- Electric Propulsion And Braking For Vehicles (AREA)
- Relay Circuits (AREA)
Abstract
Description
【発明の詳細な説明】
【０００１】
【発明の属する技術分野】本発明は、リレー制御装置に
関する。特に本発明は、モータの動力源となるバッテリ
の正極および負極にそれぞれ接続され、２個の固定接点
および可動接点を有し、固定接点および可動接点の近傍
に永久磁石が配置されたリレーを制御する制御装置に関
する。
【０００２】
【従来の技術】従来より、モータの駆動により走行する
電気自動車が知られている。電力を蓄える電池を備え、
モータと電池との間には、電池からの電力供給を制御す
るための制御リレーであるシステムメインリレー（以
下、ＳＭＲという）が電池の正極側と負極側に設けられ
ている。
【０００３】図３は、従来より電気自動車に用いられて
いるモータ用電源装置１２の回路構成図である。バッテ
リ２０は、多数の電池セルからなる組電池であり約３０
０Ｖの出力電圧を有する。バッテリ２０の正極は、ＳＭ
Ｒ３０を介して、インバータ４０の一端と接続されてい
る。また、バッテリ２０の負極は、ＳＭＲ３２を介し
て、インバータ４０の他端と接続されている。このイン
バータ４０には、３相交流モータ５０が負荷として接続
されている。従って、ＳＭＲ３０およびＳＭＲ３２をオ
ンすることにより、インバータ４０に電力が供給され、
インバータ４０のスイッチング制御により三相交流が発
生する。この３相交流によって３相交流モータ５０が駆
動し、車両が走行する。
【０００４】具体的には、ドライバーが車両に乗り込
み、運転開始のためにキー操作を行うと、電源制御装置
（図示せず）によりＳＭＲのオン／オフが制御され、バ
ッテリ２０の正極と負極とが負荷側の回路に接続され
る。また、ドライバーが運転停止のためのキー操作を行
なうと、電源制御装置によりＳＭＲのオン／オフが制御
され、バッテリ２０の正極と負極とが負荷側の回路から
遮断される。
【０００５】ＳＭＲに関しては、固定接点から可動接点
を引き離すときに生じるアークをフレミングの左手の法
則に基づいて排除するために永久磁石を固定接点と可動
接点の近傍に配置する構成が知られている。
【０００６】図４は、永久磁石を固定接点と可動接点の
近傍に配置したＳＭＲの構成を示す図である。固定接触
子１１２、１２２は、それぞれ固定接点１１０、１２０
を備える。プランジャ１４０は、電磁石（図示せず）を
励磁または非励磁することにより、往復運動をする。プ
ランジャ１４０には、導電性を有する平板状の固定接触
子１３０が連結されている。固定接触子１３０は、固定
接点１１０、１２０にそれぞれ対応する可動接点１１
４、１２４を備える。プランジャ１４０の往復運動を制
御することにより、固定接点と可動接点とのオンオフが
制御される。
【０００７】固定接点１１０、１２０、および可動接点
１１４、１２４を間にはさんで、永久磁石１５０、１６
０が対向する形で配置されている。永久磁石１５０、１
６０のＳ極およびＮ極を図４のようにとり、電流の向き
を固定接点１１０から可動接点１１４の向きにとると、
電流遮断の際に固定接点１１０と可動接点１１４との間
に生じるアーク１７０と、固定接点１２０と可動接点１
２４との間に生じるアーク１８０は、永久磁石から発生
する磁界の働きにより、互いに離れる方向に引き伸ばさ
れる。
【０００８】
【発明が解決しようとする課題】ところで、電気自動車
は、アクセルの踏み込み量に応じてモータの出力トルク
を制御して走行する（力行状態）。一方、減速時には、
通常の機械ブレーキの他に回生制動が利用される。この
場合には、モータは発電機として作用し、負のトルク
（回生トルク）を発生する（回生状態）。モータによる
発電電力はバッテリの充電に用いられる。すなわち、力
行状態と回生状態とでは、モータ用電源回路に流れる電
流の向きは逆になる。したがってたとえば、図４のＳＭ
Ｒの電流の向きを力行状態だとすると、回生状態では、
電流はこれと逆の向きになる。このため、回生状態で
は、アーク１７０とアーク１８０は互いに近づく方向に
引き伸ばされ、アーク同士が近づく結果、固定接点１１
０と固定接点１２０とが短絡する可能性があり、短絡Ｓ
ＭＲの電流遮断能力が抑制されていた。
【０００９】そこで本発明は、上記の課題を解決するこ
とのできるリレー制御装置を提供することを目的とす
る。この目的は特許請求の範囲における独立項に記載の
特徴の組み合わせにより達成される。また従属項は本発
明の更なる有利な具体例を規定する。
【００１０】
【課題を解決するための手段】即ち、本発明は、固定接
点をそれぞれ有する２個の固定接触子と、前記固定接点
にそれぞれ接離する２個の可動接点を有する可動接触子
と、前記可動接触子を駆動する駆動部と、前記固定接点
および前記可動接点の近傍に配置された永久磁石と、を
有し、バッテリの正極および負極にそれぞれ接続され、
バッテリとバッテリから供給される電力により駆動する
モータとの間の接続を開閉する第１制御リレーおよび第
２制御リレーを制御するリレー制御装置であって、前記
モータが力行状態にあって、力行状態時の電流の向きで
ある順電流が流れた場合には、前記第１制御リレーと前
記第２制御リレーのうち、順電流が流れたときに前記固
定接点と前記可動接点との間に生じるアークが互いに引
き離される方の制御リレーを他方の制御リレーより先に
閉状態にし、前記モータが回生状態にあって、回生状態
時の電流の向きである逆電流が流れた場合には、前記第
１制御リレーと前記第２制御リレーのうち、逆電流が流
れたときに前記固定接点と前記可動接点との間に生じる
アークが互いに引き離される方の制御リレーを他方の制
御リレーより先に閉状態にする。
【００１１】なお上記の発明の概要は、本発明の必要な
特徴の全てを列挙したものではなく、これらの特徴群の
サブコンビネーションも又発明となりうる。
【００１２】
【発明の実施の形態】以下、発明の実施の形態を通じて
本発明を説明するが、以下の実施形態はクレームにかか
る発明を限定するものではなく、又実施形態の中で説明
されている特徴の組み合わせの全てが発明の解決手段に
必須であるとは限らない。
【００１３】図１は、実施形態に係るリレー制御装置７
０が適用されるモータ用電源装置１０の概略構成図であ
る。尚、図３の従来例と同一箇所は同一符号を使用して
異なる部分を説明する。
【００１４】ＳＭＲ３０およびＳＭＲ３２は、図４のＳ
ＭＲと同様な構成であり、ＳＭＲ３０の固定接触子１１
２はバッテリの正極側と接続され、ＳＭＲ３２の固定接
触子１２２は、バッテリの負極側と接続されている。こ
こで、電流の向きに関しては、力行状態の電流の向きを
順電流とし、回生状態の電流の向きを逆電流と呼ぶ。
【００１５】インバータ４０には、インバータ制御装置
６０が接続されており、このインバータ制御装置６０が
インバータ４０の動作を制御する。３相交流モータ５０
には、そのロータ位置を検出する位置センサ５２が取り
付けられている。位置センサ５２はホール素子などで構
成されている。また、インバータ４０から３相交流モー
タ５０への電流経路には電流センサ５４が取り付けられ
ている。そして、位置センサ５２及び電流センサ５４の
検出値がインバータ制御装置６０に供給されている。
【００１６】インバータ制御装置６０には、アクセル、
ブレーキの操作状況についての信号が供給されており、
インバータ制御装置６０はこれら信号から３相交流モー
タ５０の出力トルク指令を決定する。そして、３相交流
モータ５０の出力トルクが、決定された出力トルク指令
に一致するように、インバータ４０を制御して３相交流
モータ５０への駆動電流を制御する。なお、位置センサ
５２の検出値に応じてモータ駆動電流の位相を制御し、
電流センサ５４の検出値によりモータ駆動電流をフィー
ドバック制御している。インバータ制御装置６０は、３
相交流モータ５０が力行状態であるか回生状態であるか
を表す信号をリレー制御装置７０に送信する。
【００１７】リレー制御装置７０は、ドライバーが運転
停止のためのキー操作を行なった場合に、インバータ制
御装置６０から送信された信号に応じて、ＳＭＲ３０ま
たは３２のうち、順電流が流れている場合には、ＳＭＲ
３０をＳＭＲ３２よりも先にオフ状態にし、逆電流が流
れている場合には、ＳＭＲ３２をＳＭＲ３０よりも先に
オフ状態にする。
【００１８】図２は、リレー制御装置７０によるＳＲＭ
のオン／オフの制御を示すフローチャートである。ま
ず、ドライバーのキー操作により運転停止が指令される
（Ｓ１０）。インバータ制御装置６０から送信された信
号に基づいて、３相交流モータ５０が力行状態であるか
否かが判断され（Ｓ２０）、３相交流モータ５０が力行
状態にあり、順電流が流れている場合には、永久磁石に
よってアークが互いに引き離される状態にあるＳＭＲ３
０をＳＭＲ３２よりも先にオフ状態にし（Ｓ３０）、所
定時間経過後にＳＭＲ３２をオフ状態にする（Ｓ４
０）。
【００１９】一方、３相交流モータ５０が力行状態でな
い場合（回生状態の場合）には、力行状態のときとは逆
に、ＳＭＲ３２のアークが互いに引き離される状態にあ
る。そこで、モータが回生状態にあって、逆電流が流れ
ている場合には、ＳＭＲ３２をＳＭＲ３０よりも先にオ
フ状態にし（Ｓ５０）、所定時間経過後にＳＭＲ３０を
オフ状態にする（Ｓ６０）。する。
【００２０】このように、モータが力行状態にあるか、
回生状態にあるかに応じて、アークが互いに引き離され
る状態にあるＳＭＲを他方のＳＭＲよりも先にオフ状態
にすることによって、電流遮断時に接点間に生じるアー
クが短絡することが回避できるので、ＳＭＲの遮断能力
を向上させることができる。
【００２１】なお、上記実施形態においては、モータが
力行状態にあるか回生状態にあるかの判断は、インバー
タ制御装置６０からの信号に基づいてなされているが、
この他、ＳＭＲ３０およびＳＭＲ３２に流れる電流を検
出する電流センサ（図示せず）を設け、この電流センサ
の検出結果に基づいて電流方向の判断を行なってもよ
い。
【００２２】以上、本発明を実施の形態を用いて説明し
たが、本発明の技術的範囲は上記実施の形態に記載の範
囲には限定されない。上記実施の形態に、多様な変更又
は改良を加えることができる。その様な変更又は改良を
加えた形態も本発明の技術的範囲に含まれ得ることが、
特許請求の範囲の記載から明らかである。
【００２３】
【発明の効果】上記説明から明らかなように、本発明に
よれば、永久磁石から磁界によって２組の固定接点と可
動接点との間に生じるアークが接近することにより、固
定接点間が短絡することを防ぐことにより、リレー遮断
能力を向上させることができる。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a relay control device. In particular, the present invention controls a relay having two fixed contacts and a movable contact, respectively connected to a positive electrode and a negative electrode of a battery serving as a power source of a motor, and having a permanent magnet disposed near the fixed contact and the movable contact. To a control device. 2. Description of the Related Art Conventionally, there has been known an electric vehicle running by driving a motor. Equipped with a battery that stores power,
Between the motor and the battery, a system main relay (hereinafter, referred to as SMR), which is a control relay for controlling power supply from the battery, is provided on the positive electrode side and the negative electrode side of the battery. FIG. 3 is a circuit diagram of a motor power supply device 12 conventionally used in electric vehicles. The battery 20 is an assembled battery composed of a large number of battery cells,
It has an output voltage of 0V. The positive electrode of the battery 20 is
It is connected to one end of the inverter 40 via R30. The negative electrode of the battery 20 is connected to the other end of the inverter 40 via the SMR 32. A three-phase AC motor 50 is connected to the inverter 40 as a load. Therefore, by turning on the SMR 30 and the SMR 32, power is supplied to the inverter 40,
The three-phase alternating current is generated by the switching control of the inverter 40. The three-phase AC drives the three-phase AC motor 50, and the vehicle runs. [0004] Specifically, when a driver gets into a vehicle and performs key operations for starting driving, on / off of the SMR is controlled by a power supply control device (not shown), and the positive and negative electrodes of the battery 20 are connected to each other. Is connected to the circuit on the load side. When the driver performs a key operation for stopping the operation, the power supply control device controls ON / OFF of the SMR and cuts off the positive electrode and the negative electrode of the battery 20 from the circuit on the load side. Regarding the SMR, a configuration is known in which a permanent magnet is disposed near the fixed contact and the movable contact in order to eliminate an arc generated when the movable contact is separated from the fixed contact based on Fleming's left-hand rule. . FIG. 4 is a diagram showing a configuration of an SMR in which permanent magnets are arranged near fixed contacts and movable contacts. The fixed contacts 112 and 122 are fixed contacts 110 and 120, respectively.
Is provided. The plunger 140 reciprocates by energizing or de-energizing an electromagnet (not shown). To the plunger 140, a flat fixed contact 130 having conductivity is connected. The fixed contact 130 has movable contacts 11 corresponding to the fixed contacts 110 and 120, respectively.
4, 124. By controlling the reciprocating motion of the plunger 140, on / off of the fixed contact and the movable contact is controlled. The permanent magnets 150, 16 are sandwiched between the fixed contacts 110, 120 and the movable contacts 114, 124.
0 are arranged facing each other. Permanent magnet 150, 1
When the S and N poles of 60 are taken as shown in FIG. 4 and the direction of the current is taken from the fixed contact 110 to the movable contact 114,
The arc 170 generated between the fixed contact 110 and the movable contact 114 at the time of current interruption, the fixed contact 120 and the movable contact 1
The arc 180 generated between the arc and the other is elongated in a direction away from each other by the action of the magnetic field generated from the permanent magnet. [0008] By the way, the electric vehicle travels while controlling the output torque of the motor in accordance with the depression amount of the accelerator (powered state). On the other hand, during deceleration,
Regenerative braking is used in addition to normal mechanical braking. In this case, the motor acts as a generator and generates a negative torque (regeneration torque) (regeneration state). The electric power generated by the motor is used for charging the battery. That is, in the powering state and the regenerative state, the direction of the current flowing in the motor power supply circuit is reversed. Thus, for example, SM in FIG.
Assuming that the direction of the R current is the powering state, in the regenerative state,
The current flows in the opposite direction. For this reason, in the regenerative state, the arc 170 and the arc 180 are extended in a direction approaching each other, and as a result, the arcs approach each other.
0 and the fixed contact 120 may be short-circuited.
The current interrupting ability of the MR was suppressed. Accordingly, an object of the present invention is to provide a relay control device that can solve the above-mentioned problems. This object is achieved by a combination of features described in the independent claims. The dependent claims define further advantageous embodiments of the present invention. That is, the present invention relates to a movable contact having two fixed contacts each having a fixed contact, and a movable contact having two movable contacts which respectively come into contact with and separate from the fixed contact. A driving unit that drives the movable contact, and a permanent magnet disposed near the fixed contact and the movable contact, and are connected to a positive electrode and a negative electrode of a battery, respectively.
A relay control device for controlling a first control relay and a second control relay for opening and closing a connection between a battery and a motor driven by electric power supplied from the battery, wherein the motor is in a power running state, When a forward current, which is the direction of current at the time, flows, an arc generated between the fixed contact and the movable contact when the forward current flows among the first control relay and the second control relay. If the control relays that are separated from each other are closed before the other control relay, and the motor is in a regenerative state and a reverse current that is the direction of the current in the regenerative state flows, the first Among the control relay and the second control relay, a control relay in which an arc generated between the fixed contact and the movable contact when a reverse current flows is separated from each other before the other control relay. To state. The above summary of the present invention does not list all of the necessary features of the present invention, and a sub-combination of these features may also be an invention. DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to embodiments of the present invention. However, the following embodiments do not limit the claimed invention and are described in the embodiments. Not all combinations of features are essential to the solution of the invention. FIG. 1 shows a relay control device 7 according to an embodiment.
FIG. 1 is a schematic configuration diagram of a motor power supply device 10 to which 0 is applied. Note that the same parts as those in the conventional example of FIG. The SMR 30 and the SMR 32 correspond to the SMR of FIG.
The configuration is the same as that of the MR,
2 is connected to the positive electrode side of the battery, and the fixed contact 122 of the SMR 32 is connected to the negative electrode side of the battery. Here, regarding the direction of the current, the direction of the current in the powering state is referred to as a forward current, and the direction of the current in the regeneration state is referred to as a reverse current. An inverter control unit 60 is connected to the inverter 40, and controls the operation of the inverter 40. Three-phase AC motor 50
Is provided with a position sensor 52 for detecting the rotor position. The position sensor 52 is configured by a Hall element or the like. A current sensor 54 is attached to a current path from the inverter 40 to the three-phase AC motor 50. Then, the detection values of the position sensor 52 and the current sensor 54 are supplied to the inverter control device 60. The inverter control device 60 includes an accelerator,
A signal about the operation status of the brake is supplied,
Inverter control device 60 determines an output torque command of three-phase AC motor 50 from these signals. Then, the inverter 40 is controlled to control the drive current to the three-phase AC motor 50 such that the output torque of the three-phase AC motor 50 matches the determined output torque command. The phase of the motor drive current is controlled according to the detection value of the position sensor 52,
The motor drive current is feedback controlled based on the detection value of the current sensor 54. The inverter control device 60
A signal indicating whether the phase AC motor 50 is in the power running state or the regenerative state is transmitted to the relay control device 70. When a driver performs a key operation for stopping the operation, the relay control device 70 operates according to a signal transmitted from the inverter control device 60 when a forward current flows through the SMR 30 or 32. Has an SMR
The SMR 30 is turned off before the SMR 32, and if a reverse current is flowing, the SMR 32 is turned off before the SMR 30. FIG. 2 shows the SRM by the relay control device 70.
6 is a flowchart showing on / off control of the power supply. First, an operation stop command is issued by a key operation of the driver (S10). It is determined whether or not the three-phase AC motor 50 is in the power running state based on the signal transmitted from the inverter control device 60 (S20), and the three-phase AC motor 50 is in the power running state, and a forward current is flowing. In some cases, the SMR3 is in a state where the arcs are separated from each other by the permanent magnet
0 is turned off before the SMR 32 (S30), and the SMR 32 is turned off after a lapse of a predetermined time (S4).
0). On the other hand, when the three-phase AC motor 50 is not in the power running state (in the case of the regenerative state), the arcs of the SMR 32 are separated from each other, contrary to the power running state. Therefore, when the motor is in the regenerative state and a reverse current is flowing, the SMR 32 is turned off before the SMR 30 (S50), and the SMR 30 is turned off after a predetermined time has elapsed (S60). I do. Thus, whether the motor is in a power running state,
By turning off the SMR in a state in which the arcs are separated from each other before the other SMR in accordance with the regenerative state, it is possible to prevent the arc generated between the contacts at the time of current interruption from being short-circuited. The blocking ability of the SMR can be improved. In the above embodiment, whether the motor is in the power running state or the regenerative state is determined based on a signal from the inverter control device 60.
In addition, a current sensor (not shown) for detecting the current flowing through the SMR 30 and the SMR 32 may be provided, and the determination of the current direction may be performed based on the detection result of the current sensor. Although the present invention has been described with reference to the embodiment, the technical scope of the present invention is not limited to the scope described in the above embodiment. Various changes or improvements can be added to the above embodiment. It is possible that a form with such a change or improvement may be included in the technical scope of the present invention.
It is clear from the description of the claims. As is clear from the above description, according to the present invention, the arc generated between the two sets of fixed contacts and the movable contacts by the magnetic field from the permanent magnet approaches each other, and the fixed contacts By preventing short circuiting of the relays, the relay breaking ability can be improved.
【図面の簡単な説明】
【図１】 実施形態に係るリレー制御装置７０が適用さ
れるモータ用電源装置１０の概略構成図である。
【図２】 リレー制御装置７０によるＳＲＭのオン／オ
フの制御を示すフローチャートである。
【図３】 従来より電気自動車に用いられているモータ
用電源装置１２の回路構成図である。
【図４】 永久磁石を固定接点と可動接点の近傍に配置
したＳＭＲの構成を示す図である。
【符号の説明】
１０ モータ用電源装置、２０ バッテリ、４０ イン
バータ、５０ ３相交流モータ、５２ 位置センサ、５
４ 電流センサ、６０ インバータ制御装置、７０ リ
レー制御装置、１１０,１２０ 固定接点、１１２,１２
２ 固定接触子、１１４,１２４ 可動接点、１３０
可動接触子、１４０ プランジャ、１５０,１６０ 永
久磁石、１７０,１８０ アーク。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic configuration diagram of a motor power supply device 10 to which a relay control device 70 according to an embodiment is applied. FIG. 2 is a flowchart showing ON / OFF control of an SRM by a relay control device 70; FIG. 3 is a circuit configuration diagram of a motor power supply device 12 conventionally used in an electric vehicle. FIG. 4 is a diagram showing a configuration of an SMR in which a permanent magnet is arranged near a fixed contact and a movable contact. [Description of Signs] 10 Power supply device for motor, 20 battery, 40 inverter, 50 3-phase AC motor, 52 position sensor, 5
4 current sensor, 60 inverter control device, 70 relay control device, 110, 120 fixed contacts, 112, 12
2 Fixed contact, 114, 124 Movable contact, 130
Movable contact, 140 plunger, 150, 160 permanent magnet, 170, 180 arc.
Claims (1)
触子と、 前記固定接点にそれぞれ接離する２個の可動接点を有す
る可動接触子と、 前記可動接触子を駆動する駆動部と、 前記固定接点および前記可動接点の近傍に配置された永
久磁石と、 を有し、 バッテリの正極および負極にそれぞれ接続され、バッテ
リとバッテリから供給される電力により駆動するモータ
との間の接続を開閉する第１制御リレーおよび第２制御
リレーを制御するリレー制御装置であって、 前記モータが力行状態にあって、力行状態時の電流の向
きである順電流が流れた場合には、前記第１制御リレー
と前記第２制御リレーのうち、順電流が流れたときに前
記固定接点と前記可動接点との間に生じるアークが互い
に引き離される方の制御リレーを他方の制御リレーより
先に閉状態にし、 前記モータが回生状態にあって、回生状態時の電流の向
きである逆電流が流れた場合には、前記第１制御リレー
と前記第２制御リレーのうち、逆電流が流れたときに前
記固定接点と前記可動接点との間に生じるアークが互い
に引き離される方の制御リレーを他方の制御リレーより
先に閉状態にすることを特徴とするリレー制御装置。1. A movable contact having two fixed contacts each having a fixed contact, a movable contact having two movable contacts respectively approaching / separating from the fixed contact, and driving the movable contact. And a permanent magnet disposed in the vicinity of the fixed contact and the movable contact, respectively, and connected to a positive electrode and a negative electrode of the battery, respectively, and a battery and a motor driven by power supplied from the battery. A relay control device that controls a first control relay and a second control relay that opens and closes a connection between the motor and the motor, wherein the motor is in a power running state, and a forward current that is a current direction in the power running state flows. Is a control relay of the first control relay and the second control relay, wherein an arc generated between the fixed contact and the movable contact when a forward current flows is separated from each other. When the motor is in a regenerative state and a reverse current that is the direction of the current in the regenerative state flows, the first control relay and the second control relay are closed. The relay control device, wherein an arc generated between the fixed contact and the movable contact when a reverse current flows is set to a closed state before a control relay from which the arc is separated from the other control relay. .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002067878A JP4126936B2 (en) | 2002-03-13 | 2002-03-13 | Relay control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002067878A JP4126936B2 (en) | 2002-03-13 | 2002-03-13 | Relay control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2003272499A true JP2003272499A (en) | 2003-09-26 |
| JP4126936B2 JP4126936B2 (en) | 2008-07-30 |
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ID=29199118
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2002067878A Expired - Lifetime JP4126936B2 (en) | 2002-03-13 | 2002-03-13 | Relay control device |
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| Country | Link |
|---|---|
| JP (1) | JP4126936B2 (en) |
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| JP2006155915A (en) * | 2004-11-25 | 2006-06-15 | Nissan Motor Co Ltd | Current supply device |
| JP2009032551A (en) * | 2007-07-27 | 2009-02-12 | Sanyo Electric Co Ltd | Power supply device |
| JP2010073352A (en) * | 2008-09-16 | 2010-04-02 | Denso Corp | Electromagnetic relay |
| WO2010122648A1 (en) * | 2009-04-23 | 2010-10-28 | トヨタ自動車株式会社 | Power supply system of electric vehicle and control method thereof |
| JP2011228245A (en) * | 2010-03-30 | 2011-11-10 | Anden | Electromagnetic relay |
| JP2012146634A (en) * | 2011-01-13 | 2012-08-02 | Gm Grobal Technology Operations Llc | Dual bipolar magnetic field for linear high-voltage contactor in automotive lithium-ion battery systems |
| JP2012151090A (en) * | 2011-01-14 | 2012-08-09 | Gm Grobal Technology Operations Llc | Double bipolar magnetic fields for rotary high voltage contactor in automotive lithium ion battery system |
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| CN110739740B (en) * | 2019-10-28 | 2021-04-09 | 河北电立方新能源科技有限公司 | Short-circuit-resistant protection circuit |
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| JP2001266726A (en) * | 2000-03-24 | 2001-09-28 | Matsushita Electric Ind Co Ltd | Control method of load-switchgear |
| JP2003197053A (en) * | 2001-12-25 | 2003-07-11 | Mitsubishi Electric Corp | Arc-extinguishing device and on-vehicle switch using the same |
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|---|---|---|---|---|
| JP4586510B2 (en) * | 2004-11-25 | 2010-11-24 | 日産自動車株式会社 | Current supply device |
| JP2006155915A (en) * | 2004-11-25 | 2006-06-15 | Nissan Motor Co Ltd | Current supply device |
| JP2009032551A (en) * | 2007-07-27 | 2009-02-12 | Sanyo Electric Co Ltd | Power supply device |
| JP2010073352A (en) * | 2008-09-16 | 2010-04-02 | Denso Corp | Electromagnetic relay |
| WO2010122648A1 (en) * | 2009-04-23 | 2010-10-28 | トヨタ自動車株式会社 | Power supply system of electric vehicle and control method thereof |
| CN102414043A (en) * | 2009-04-23 | 2012-04-11 | 丰田自动车株式会社 | Power supply system of electric vehicle and control method thereof |
| JP4985873B2 (en) * | 2009-04-23 | 2012-07-25 | トヨタ自動車株式会社 | Electric vehicle power supply system and control method thereof |
| US8681457B2 (en) | 2009-04-23 | 2014-03-25 | Toyota Jidosha Kabushiki Kaisha | Power source system for electric powered vehicle and control method therefor |
| JPWO2010122648A1 (en) * | 2009-04-23 | 2012-10-22 | トヨタ自動車株式会社 | Electric vehicle power supply system and control method thereof |
| JP2011228245A (en) * | 2010-03-30 | 2011-11-10 | Anden | Electromagnetic relay |
| KR101261244B1 (en) | 2011-01-03 | 2013-05-07 | 지엠 글로벌 테크놀러지 오퍼레이션스 엘엘씨 | Dual bipolar magnetic field for linear high-voltage contactor in automotive lithium-ion battery systems |
| JP2012146634A (en) * | 2011-01-13 | 2012-08-02 | Gm Grobal Technology Operations Llc | Dual bipolar magnetic field for linear high-voltage contactor in automotive lithium-ion battery systems |
| US8653691B2 (en) | 2011-01-13 | 2014-02-18 | GM Global Technology Operations LLC | Dual bipolar magnetic field for linear high-voltage contactor in automotive lithium-ion battery systems |
| US8514037B2 (en) | 2011-01-14 | 2013-08-20 | GM Global Technology Operations LLC | Dual bipolar magnetic field for rotary high-voltage contactor in automotive lithium-ion battery systems |
| KR101342981B1 (en) | 2011-01-14 | 2013-12-19 | 지엠 글로벌 테크놀러지 오퍼레이션스 엘엘씨 | Switching assembly, vehicular propulsion system and method of operating switching assembly |
| JP2012151090A (en) * | 2011-01-14 | 2012-08-09 | Gm Grobal Technology Operations Llc | Double bipolar magnetic fields for rotary high voltage contactor in automotive lithium ion battery system |
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