JP2014204637A - Vehicular discharge switch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular discharge switch for discharging electric charge of a capacitor reliably at the time of collision of a vehicle.SOLUTION: At an ordinary time, a movable contact 42 is attracted, although receiving a forward urging force from a spring 40, by a permanent magnet 38 and a permanent magnet 39. At this time, the movable contact 42 is spaced from a positive electrode contact 50 and a negative electrode contact 54. In the case where a forward running vehicle collides with another vehicle or an obstacle, the movable contact 42 is subjected to a forward inertial force. When the inertial force exceeds an OFF holding force, the movable contact 42 leaves the permanent magnet 38 and the permanent magnet 39. Here, the off holding force is a subtraction of the urging force of the spring 40 from the attraction forces for the permanent magnet 38 and the permanent magnet 39 to attract the movable contact 42. The movable contact 42 is moved forward, while being guided by the spring 40 and a cylinder 30, by the urging force and the inertial force of the spring 40, so that a conductor layer 46 of the movable contact 42 contacts the positive electrode contact 50 and the negative electrode contact 54.

Description

  The present invention relates to a vehicular discharge switch, and more particularly to a switch that is provided in a system for controlling the running of a vehicle and that discharges a capacitor charge in response to a vehicle collision.

  2. Description of the Related Art An electric vehicle that travels by a driving force of a motor and a hybrid vehicle that travels by a combination of driving powers of a motor and an engine are widely used. Such a motor-driven vehicle is provided with a power control device that controls electric power supplied to the motor in accordance with a driving operation.

  Generally, a power control apparatus for a vehicle includes a converter circuit and an inverter circuit. The converter circuit boosts the output voltage of the battery and outputs it to the inverter circuit. The inverter circuit converts the DC power output from the converter circuit into AC power and supplies the AC power to the motor. The motor drives the vehicle with electric power supplied from the inverter circuit. In order to stabilize the control state of the motor, a capacitor is provided between the converter circuit and the inverter circuit to suppress fluctuations in the boosted voltage due to the converter circuit.

  When a motor-driven vehicle causes a collision accident, if the capacitor remains charged and a high voltage is being output from the capacitor, operations such as occupant rescue, vehicle inspection, disassembly, and removal may become difficult. There is. Therefore, as described in Patent Documents 1 to 3, a technique for discharging the electric charge of the capacitor when a motor-driven vehicle collides is considered.

  Patent Document 1 describes a power conversion device for a vehicle. When a vehicle collision is detected, the power conversion device discharges the electric charge of the capacitor connected to the boost converter by switching control of the boost converter. Patent Document 2 describes a vehicle discharge device. This vehicle discharge device includes a switch for discharging the electric charge of a capacitor connected to the converter. When a collision of the vehicle is detected by the collision sensor, the electronic control unit controls the switch and discharges the capacitor. Patent Document 3 describes a discharge mechanism for a vehicle. This discharge mechanism includes a short-circuit fitting that moves based on an external force caused by a vehicle collision. The short-circuit metal fitting contacts both ends of the smoothing capacitor of the power supply device when the vehicle collides, and discharges the smoothing capacitor. Patent Document 4 describes an impact sensor using a coil spring as a technique related to the present invention.

JP 2011-259517 A JP 2012-61934 A JP 2010-183803 A Japanese Patent Laid-Open No. 06-082476

  In the technology for discharging the electric charge of the capacitor by the operation of the electric circuit as described in Patent Documents 1 and 2, the electric charge may not be discharged when the electric circuit fails due to a vehicle collision. In addition, the discharge mechanism that is mechanically operated in response to a vehicle collision as described in Patent Document 3 uses a member that is unstable in operation, so that electric charges are not discharged at the time of the collision. There is something.

  An object of the present invention is to reliably discharge a capacitor charge when a vehicle collides.

  The present invention is provided in a vehicle running control system, and in a vehicle discharge switch for discharging a capacitor charge in response to a vehicle collision, a first contact connected to a path on one end side of the capacitor, A second contact connected to the path on the other end side, a movable contact moving between an off position away from the first contact and the second contact, and an on position contacting the first contact and the second contact; A magnet that attracts the movable contact and holds the movable contact in the off position, and a spring that applies a force from the off position to the on position to the movable contact. The movable contact includes a force acting by a vehicle collision, and a spring. It is characterized in that the first contact and the second contact are brought into conduction by moving from the off position to the on position by the force applied from the first position.

  According to the present invention, it is possible to reliably discharge the capacitor charge when the vehicle collides.

It is a figure showing the vehicle drive system concerning a 1st embodiment. It is a figure which shows the discharge switch in an OFF state. It is sectional drawing of a discharge switch. It is a figure which shows the discharge switch in an ON state. It is a figure which shows the structural example of a converter circuit. It is a figure which shows the vehicle drive system which concerns on 2nd Embodiment. It is a figure which shows the NC switch in the ON state. It is a figure which shows the NC switch in the OFF state. It is a figure which shows the structure in the case of mounting a vehicle drive system in a hybrid vehicle.

  FIG. 1 shows a vehicle drive system according to a first embodiment of the present invention. This vehicle drive system is mounted on an electric vehicle, and controls the motor 16 in accordance with a user's driving operation to control the traveling of the electric vehicle. A converter circuit 12 and an inverter circuit 14 are provided between the secondary battery 10 and the motor 16, and the electric power exchanged between the secondary battery 10 and the motor 16 is controlled by these electric circuits. .

  The vehicle drive system supplies power from the secondary battery 10 to the motor 16 by the following operation to accelerate the vehicle. Converter circuit 12 boosts the voltage output from secondary battery 10 and outputs the boosted voltage to inverter circuit 14. The inverter circuit 14 converts the DC power output from the converter circuit 12 into AC power and supplies the AC power to the motor 16. The motor 16 accelerates the vehicle with the electric power supplied from the inverter circuit 14.

  Further, the vehicle drive system performs regenerative braking by the motor 16 and charges the secondary battery 10 by the following operation. The motor 16 generates electric power and brakes the vehicle when the AC voltage output from the inverter circuit 14 is controlled to a predetermined value. The inverter circuit 14 converts AC power generated by the motor 16 into DC power, and outputs the DC power to the converter circuit 12. The converter circuit 12 steps down the voltage output from the inverter circuit 14 and outputs the voltage to the secondary battery 10 to charge the secondary battery 10.

  A low voltage side capacitor 20 is connected between the two power lines 18P and 18N connecting the secondary battery 10 and the converter circuit 12. The low voltage side capacitor 20 suppresses fluctuations in the voltage transmitted between the secondary battery 10 and the converter circuit 12. A high voltage side capacitor 24 is connected between the two power lines 22P and 22N connecting the converter circuit 12 and the inverter circuit 14. High-voltage side capacitor 24 suppresses fluctuations in the voltage transmitted between converter circuit 12 and inverter circuit 14.

  When the vehicle has a collision accident, electric charges remain in the low voltage side capacitor 20 and the high voltage side capacitor 24, and when a high voltage is output from each capacitor, occupant rescue, vehicle inspection, dismantling, removal, etc. May be difficult.

  Therefore, the vehicle drive system includes a discharge switch 26 connected between the power line 22P and the power line 22N. At a normal time before the collision, the discharge switch 26 is off and its both ends are open. The discharge switch 26 is turned on when the vehicle collides to short-circuit both ends of the high-voltage side capacitor 24, and discharges the electric charge stored in the high-voltage side capacitor 24.

  Further, when the discharge switch 26 is turned on, the following low-impedance current path through the converter circuit 12 is formed. That is, a current path is formed from power line 18P through converter circuit 12 and power line 22P to discharge switch 26, and further from discharge switch 26 through power line 22N and converter circuit 12 to power line 18N. As a result, the current flowing through the secondary battery 10 becomes excessive, and the fuse 28 of the secondary battery 10 is cut. Furthermore, the electric charge stored in the low voltage side capacitor 20 is discharged to the current path.

  Thus, when a vehicle equipped with a vehicle drive system collides, the high-voltage side capacitor 24 and the low-voltage side capacitor 20 are discharged. Further, the fuse 28 of the secondary battery 10 is cut, and the heat generation of each part due to the current flowing out from the secondary battery 10 is avoided. This facilitates recovery work performed after the collision.

  Next, a specific configuration of the discharge switch 26 will be described. FIG. 2 shows a top view of the discharge switch 26 in the OFF state. Further, FIG. 3 shows a cross-sectional view when the left direction is viewed from the line AB in FIG. However, these drawings show a state in which the upper wall of the housing 30 is removed. The x direction indicates the front direction of the vehicle, and the y direction indicates the vertically upward direction. The z direction indicates the right direction when looking at the front of the vehicle. The discharge switch 26 is a switch that is turned on when the movable contact 42 moves due to the inertial force at the time of a vehicle collision and the movable contact 42 contacts the positive contact 50 and the negative contact 54.

  The discharge switch 26 is incorporated in a housing 30 formed in a rectangular parallelepiped shape with an insulator such as plastic resin. A base member 36 made of a magnetic material such as iron, nickel, cobalt or the like and having a rectangular parallelepiped shape is fixed to the inner surface of the rear wall 32 of the housing 30. One end of the spring 40 is fixed to the center of the front surface of the base member 36. A rectangular plate-shaped movable contact 42 is attached to the other end of the spring 40. The movable contact 42 has a two-layer structure. The rear layer is a magnetic layer 44, and the front layer is a conductor layer 46. The magnetic layer 44 is made of iron, nickel, cobalt or the like, and the conductor layer 46 is made of gold, silver, copper, aluminum, iron or the like. With such a two-layer structure, the front surface of the movable contact 42 has a property as a conductor, and the rear surface of the movable contact 42 has a property as a magnetic body. The movable contact 42 is movable in the front-rear direction in the housing 30 while being guided by the spring 40 and the housing 30 in a posture in which a wide surface is directed in the front-rear direction. Further, a rectangular parallelepiped permanent magnet 38 and a permanent magnet 39 are fixed to the front surface of the base member 36 across a position where the spring 40 is fixed.

  A bus bar 48 on the positive electrode side passes through the right side wall 34 in the lateral direction in front of the movable contact 42. The bus bar 48 is a strip-shaped conductor having a width in the vertical direction. A front end portion of the bus bar 48 protruding into the housing 30 from the side wall 34 becomes a positive contact 50 of the discharge switch 26. In addition, a bus bar 52 on the negative electrode side passes through the left side wall 35 in the lateral direction in front of the movable contact 42. A front end portion of the bus bar 52 protruding into the housing 30 from the side wall 35 becomes a negative contact 54 of the discharge switch 26. The positive-side bus bar 48 and the negative-side bus bar 52 are connected to a current path that reaches both ends of the capacitor to be discharged. That is, the positive-side bus bar 48 and the negative-side bus bar 52 are connected to the power line 22P and the power line 22N shown in FIG. 1, respectively.

  In a normal state, the movable contact 42 is attracted to the front surfaces of the permanent magnet 38 and the permanent magnet 39 while receiving a forward biasing force from the spring 40. At this time, the front surface of the movable contact 42 is separated from the positive contact 50 and the negative contact 54. Therefore, the bus bar 48 and the bus bar 52 are insulated from each other, and the discharge switch 26 is turned off. Here, assuming that the magnet attractive force that the two permanent magnets 38 and 39 attract the movable contact 42 is Fn, and the biasing force that the spring 40 applies to the movable contact 42 is Fs, it is rearward with respect to the movable contact 42. The acting off holding force Fb is expressed by Fb = Fn−Fs.

  When a vehicle traveling forward decelerates by colliding with an obstacle or another vehicle, a forward inertia force Fi acts on the movable contact 42. When the inertial force Fi exceeds the off-holding force Fb, the movable contact 42 moves away from the permanent magnet 38 and the permanent magnet 39 and escapes the attractive force of each permanent magnet. Then, while being guided by the spring 40 and the housing 30, it moves forward by the urging force Fs and the inertial force Fi, and as shown in FIG. 4, the front surface of the movable contact 42 is the positive contact 50 and the negative contact 54. To touch. As a result, the positive electrode contact 50 and the negative electrode contact 54 are electrically connected, and the positive electrode bus bar 48 and the negative electrode bus bar 52 are electrically connected.

  The ease of switching the discharge switch 26 is represented by a deceleration threshold. The deceleration threshold is a deceleration (acceleration to the rear of the vehicle) when the discharge switch 26 is switched from OFF to ON. The smaller the deceleration threshold, the easier the discharge switch 26 is switched on. This value is adjusted by changing the strength of the spring 40, the magnetic force of the permanent magnet 38 and the permanent magnet 39, or the mass of the movable contact 42. That is, the deceleration threshold decreases as the urging force of the spring 40 increases, the magnetic force of each permanent magnet decreases, and the mass of the movable contact 42 increases. Conversely, the deceleration threshold increases as the urging force of the spring 40 decreases, the magnetic force of each permanent magnet increases, and the mass of the movable contact 42 decreases. More specifically, the deceleration threshold G is expressed by G = Fb / m = (Fn−Fs) / m, where m is the mass of the movable contact 42.

  According to such a configuration of the discharge switch 26, the movable contact 42 is attracted by the permanent magnet 38 and the permanent magnet 39 and is held at a position where the discharge switch 26 is turned off. When the vehicle collides and the deceleration exceeds the deceleration threshold, the movable contact 42 escapes the attractive force of each permanent magnet and moves to the position where the discharge switch 26 is turned on by the biasing force and inertial force of the spring 40. To do. The deceleration threshold is determined by a certain physical quantity such as the biasing force of the spring 40, the magnetic force of each permanent magnet, and the mass of the movable contact 42. This realizes the discharge switch 26 that is reliably kept off during normal traveling and that is reliably turned on in the event of a collision. The discharge switch 26 is switched from off to on based on the mechanical operation of the movable contact 42. As a result, even when an abnormality occurs in the electric circuit mounted on the vehicle, switching from OFF to ON is reliably performed.

  Next, a configuration example of the converter circuit 12 that forms the low-impedance current path when the discharge switch 26 is turned on will be described with reference to FIG. The converter circuit 12 includes an inductor 56, a first IGBT (Insulated-Gate Bipolar Transistor) 58, a second IGBT 60, and a diode 62 connected to each IGBT. One end of the inductor 56 is connected to the power line 18 </ b> P, and the other end is connected to a connection point between the first IGBT 58 and the second IGBT 60. The collector terminal of the first IGBT 58 is connected to the power line 22P, and the emitter terminal of the first IGBT 58 is connected to the collector terminal of the second IGBT 60. The emitter terminal of the second IGBT 60 is connected to a connection point between the power line 18N and the power line 22N. A diode 62 is connected between the collector terminal and the emitter terminal of each of the first IGBT 58 and the second IGBT 60 with the emitter terminal side as an anode terminal. When the first IGBT 58 and the second IGBT 60 are alternately turned on / off, the current flowing through the inductor 56 is turned on / off, and an induced electromotive force is generated in the inductor 56. A voltage obtained by adding the induced electromotive force of the inductor 56 to the voltage between the power line 18P and the power line 18N appears between the power line 22P and the power line 22N via the first IGBT 58 or the diode 62.

  According to such a configuration of the converter circuit 12, when the discharge switch 26 is turned on, the following low-impedance current path is formed. That is, a current path is formed from the power line 18P to the discharge switch 26 through the inductor 56, the diode 62 connected in parallel to the first IGBT 58, and the power line 22P, and further from the discharge switch 26 to the power line 18N via the power line 22N. . As a result, the current flowing through the secondary battery 10 becomes excessive, the fuse 28 of the secondary battery 10 is cut, and the electric charge stored in the low-voltage side capacitor 20 is discharged into this current path.

  FIG. 6 shows a vehicle drive system according to the second embodiment of the present invention. This vehicle drive system discharges the charge of each capacitor at the time of a vehicle collision and disconnects the secondary battery 10 from the converter circuit 12. The same components as those shown in FIG. 1 are denoted by the same reference numerals and the description thereof is simplified.

  A first NC switch 64 and a second NC switch 66 connected in series are connected between the positive terminal of the secondary battery 10 and the converter circuit 12. A resistor 70 is connected in parallel to the first NC switch 64. A third NC switch 68 is connected between the negative terminal of the secondary battery 10 and the converter circuit 12. Here, the first NC switch 64, the second NC switch 66, and the third NC switch 68 are switches that are kept on during normal times and turned off when the vehicle collides. “NC” is obtained by omitting Normally Close.

  These NC switches are turned off in the order of the first NC switch 64, the second NC switch 66, and the third NC switch 68 in the event of a vehicle collision. The discharge switch 26 is turned on after these NC switches are turned off. The order in which the second NC switch 66 and the third NC switch 68 are turned off may be reversed or may be simultaneous. The order in which these switches operate is adjusted based on the physical constants of the members included in each switch, and an adjustment method will be described later.

  In normal times, the first NC switch 64, the second NC switch 66, and the third NC switch 68 are on, and the discharge switch 26 is off. In this state, the vehicle drive system performs vehicle travel control. At the time of a vehicle collision, the first NC switch 64 is initially turned off. As a result, the resistor 70 is inserted between the positive terminal of the secondary battery 10 and the second NC switch 66. Thereafter, the second NC switch 66 and the third NC switch 68 are turned off, and the secondary battery 28 is disconnected from the converter circuit 12. Then, the discharge switch 26 is turned on, and electric charges are discharged from the high voltage side capacitor 24 and the low voltage side capacitor 20.

  According to such an operation, before the second NC switch 66 and the third NC switch 68 are turned off, the resistor 70 is inserted between the positive terminal of the secondary battery 10 and the second NC switch 66, and the second NC switch 66 and the current flowing through the third NC switch 68 decreases. Further, since the discharge switch 26 is turned on after the second NC switch 66 and the third NC switch 68 are turned off, the current flowing through the second NC switch 66 and the third NC switch 68 is not increased by the operation of the discharge switch 26. . Thereby, when the 2nd NC switch 66 and the 3rd NC switch 68 turn off, welding to the contact of a movable contact is avoided. Further, the secondary battery 10 is disconnected from the converter circuit 12, thereby avoiding heat generation at each part due to the current flowing from the secondary battery 10 to the converter circuit 12. Further, the fuse 28 is not cut.

  Next, a specific configuration of the NC switch will be described. FIG. 7 shows a top view of the NC switch 63 in the ON state. However, this figure shows a state in which the upper wall of the housing 30 has been removed. The same components as those of the discharge switch 26 shown in FIGS. 2 to 3 are denoted by the same reference numerals and the description thereof is simplified. The NC switch 63 is a switch that is turned off when the movable contact 72 moves due to the inertial force at the time of a vehicle collision and the movable contact 72 moves away from the first contact 76 and the second contact 80.

  The NC switch 63 is incorporated in the housing 30. A base member 36 made of a magnetic material is fixed to the inner surface of the rear wall 32 of the housing 30. One end of the spring 40 is fixed to the center of the front surface of the base member 36. A movable contact 72 is attached to the other end of the spring 40.

  The movable contact 72 has a two-layer structure. The rear layer is a magnetic layer 44, and the front layer is a conductor layer 46. In order to bring the first contact 76 and the second contact 80 into contact with the rear surface of the conductor layer 46, the left and right sides of the magnetic layer 44 are provided with a defect portion. The movable contactor 72 can move back and forth in the housing 30 while being guided by the spring 40 and the housing 30 in a posture in which a wide surface is directed forward and backward.

  Further, a permanent magnet 38 and a permanent magnet 39 are fixed to the front surface of the base member 36 across a position where the spring 40 is fixed. A first bus bar 74 penetrates the right side wall 34 in the lateral direction. The front end portion of the first bus bar 74 protruding into the housing 30 from the side wall 34 is located between the conductor layer 46 and the permanent magnet 39 and serves as the first contact 76 of the NC switch 63. A second bus bar 78 penetrates the left side wall 35 in the lateral direction. The tip of the second bus bar 78 protruding into the housing 30 from the side wall 35 is located between the conductor layer 46 and the permanent magnet 38 and serves as the second contact 80 of the NC switch 63. The portions of the first bus bar 74 and the second bus bar 78 that protrude outward from the housing 30 are used as connection terminals for an external circuit.

  In a normal state, the movable contact 72 is attracted to the front surfaces of the permanent magnet 38 and the permanent magnet 39 while receiving a forward biasing force from the spring 40. The conductor layer 46 of the movable contact 72 is in contact with the first contact 76 and the second contact 80. Therefore, the first bus bar 74 and the second bus bar 78 are conductive, and the NC switch 63 is on. Here, if the magnet attractive force that the permanent magnet 38 and the permanent magnet 39 attract the movable contact 72 is Fn, and the biasing force that the spring 40 gives to the movable contact is Fs, the ON acting on the movable contact 72 backward. The holding force Fc is represented by Fc = Fn−Fs.

  When a vehicle traveling forward is decelerated by colliding with an obstacle or another vehicle, a forward inertia force Fi acts on the movable contact 72. When the inertial force Fi exceeds the on-holding force Fc, the movable contact 72 moves away from the permanent magnet 38 and the permanent magnet 39 and escapes the attractive force of each permanent magnet. At the same time, the conductor layer 46 of the movable contact 72 is separated from the first contact 76 and the second contact 80. Then, as shown in FIG. 8, while being guided by the spring 40 and the housing 30, it moves forward by the urging force Fs and the inertial force Fi. As a result, the NC switch 63 is turned off, and the first bus bar 74 and the second bus bar 78 are insulated.

  Similar to the above-described discharge switch 26, the ease of switching of the NC switch 63 is represented by a deceleration threshold. The deceleration threshold G is expressed by G = Fc / m = (Fn−Fs) / m, and is adjusted by changing the strength of the spring, the magnetic force of each permanent magnet, or the mass of the movable contact.

  According to such a configuration of the NC switch 63, the movable contact 72 is attracted by the permanent magnet 38 and the permanent magnet 39 and is held at a position where the NC switch 63 is turned on. When the vehicle collides and the deceleration exceeds the deceleration threshold, the movable contactor 72 escapes the attractive force of each permanent magnet and moves to a position where the NC switch 63 is turned off by the biasing force and inertial force of the spring 40. To do. The deceleration threshold is determined by a certain physical quantity such as the urging force of the spring 40, the magnetic force of each permanent magnet, and the mass of the movable contact 72. As a result, an NC switch 63 that is reliably turned on during normal traveling and that is reliably turned off at the time of a collision is realized. Further, the NC switch 63 is switched from on to off based on the mechanical operation of the movable contact 72. As a result, even when an abnormality occurs in the electric circuit mounted on the vehicle, switching from on to off is reliably performed.

  As described with reference to FIG. 6, each NC switch is turned off in the order of the first NC switch 64, the second NC switch 66, and the third NC switch 68. The discharge switch 26 is turned on after these NC switches are turned off. In general, in a vehicle collision, the deceleration increases with time and decreases after reaching a peak.

  Therefore, design values such as the spring strength of each switch, the magnetic force of each permanent magnet, and the mass of the movable contact are set as follows. That is, when the deceleration thresholds of the first NC switch 64, the second NC switch 66, the third NC switch 68, and the discharge switch 26 are G1, G2, G3, and G4, respectively, G1 <G2 ≦ G3 <G4, or The design value of each switch is set so that G1 <G3 <G2 <G4. Thus, based on the above-described principle, when the second NC switch 66 and the third switch 68 are turned off, the movable contact 72 of these NC switches is avoided from being welded to each contact.

  You may mount said vehicle drive system in a hybrid vehicle. FIG. 9 shows a vehicle drive system for a hybrid vehicle. This vehicle drive system is obtained by adding a generator inverter circuit 82, a generator 84, and an engine 86 to the vehicle drive system according to the first embodiment. The same components as those shown in FIG. 1 are denoted by the same reference numerals and description thereof is omitted.

  The vehicle drive system supplies power from the secondary battery 10 to the generator 84 and starts the engine 86 by the following operation. Converter circuit 12 boosts the voltage output from secondary battery 10, and outputs the boosted voltage to generator inverter circuit 82. The generator inverter circuit 82 converts the DC power output from the converter circuit 12 into AC power, and supplies the AC power to the generator 84. The generator 84 starts the engine 86 with the electric power supplied from the generator inverter circuit 82.

  Further, the vehicle drive system generates power by the driving force of the engine 86 and charges the secondary battery 10 by the following operation. The generator 84 generates power with the driving force of the engine 86 and outputs the generated power to the generator inverter circuit 82. Generator inverter circuit 82 converts AC power from generator 84 into DC power, and outputs the DC power to converter circuit 12. The converter circuit 12 steps down the voltage output from the generator inverter circuit 82 and outputs the voltage to the secondary battery 10 to charge the secondary battery 10.

  Similarly to the system shown in FIG. 9, a vehicle drive system according to the second embodiment to which a generator inverter circuit 82, a generator 84, and an engine 86 are added may be mounted on a hybrid vehicle.

  10 secondary battery, 12 converter circuit, 14 inverter circuit, 16 motor, 18P, 18N, 22P, 22N power line, 20 low voltage side capacitor, 24 high voltage side capacitor, 26 discharge switch, 28 fuse, 30 housing, 32 rear wall, 34, 35 Side wall, 36 Base member, 38, 39 Permanent magnet, 40 Spring, 42, 72 Movable contactor, 44 Magnetic layer, 46 Conductor layer, 48 Positive side bus bar, 52 Negative side bus bar, 50 Positive contact, 54 Negative contact, 56 Inductor, 58 1st IGBT, 60 2nd IGBT, 62 Diode, 64 1NC switch, 66 2NC switch, 68 3NC switch, 70 Resistor, 74 1st bus bar, 76 1st contact, 78 2nd Busbar, 80 Second contact, 82 Generator inverter Road, 84 generators, 86 engine.

Claims (1)

In a vehicle discharge switch that is provided in a system that controls the traveling of a vehicle and discharges the charge of a capacitor in response to a vehicle collision,
A first contact connected to a path on one end side of the capacitor;
A second contact connected to the path on the other end side of the capacitor;
A movable contact that moves between an off position away from the first contact and the second contact and an on position that contacts the first contact and the second contact;
A magnet that attracts the movable contact and holds it in the off position;
A spring that applies a force from the off position to the on position to the movable contact;
With
The movable contact is moved from the off position to the on position by a force applied by a vehicle collision and a force applied from a spring, and conducts between the first contact and the second contact. Discharge switch for vehicles.

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