NZ721212B2 - An Electrical Disconnect Device For A Battery - Google Patents
An Electrical Disconnect Device For A Battery Download PDFInfo
- Publication number
- NZ721212B2 NZ721212B2 NZ721212A NZ72121214A NZ721212B2 NZ 721212 B2 NZ721212 B2 NZ 721212B2 NZ 721212 A NZ721212 A NZ 721212A NZ 72121214 A NZ72121214 A NZ 72121214A NZ 721212 B2 NZ721212 B2 NZ 721212B2
- Authority
- NZ
- New Zealand
- Prior art keywords
- movable
- open
- stationary terminals
- movable bridge
- bridge
- Prior art date
Links
- 238000006243 chemical reaction Methods 0.000 claims description 6
- 239000000696 magnetic material Substances 0.000 claims description 3
- 238000007906 compression Methods 0.000 description 8
- 230000000875 corresponding Effects 0.000 description 3
- 210000001699 lower leg Anatomy 0.000 description 3
- 240000004282 Grewia occidentalis Species 0.000 description 2
- 230000000903 blocking Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 229910052751 metal Inorganic materials 0.000 description 2
- 229910052802 copper Inorganic materials 0.000 description 1
- 239000010949 copper Substances 0.000 description 1
- RYGMFSIKBFXOCR-UHFFFAOYSA-N copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 1
- 239000000789 fastener Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/04—Cutting off the power supply under fault conditions
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H19/00—Switches operated by an operating part which is rotatable about a longitudinal axis thereof and which is acted upon directly by a solid body external to the switch, e.g. by a hand
- H01H19/46—Switches operated by an operating part which is rotatable about a longitudinal axis thereof and which is acted upon directly by a solid body external to the switch, e.g. by a hand the operating part having three operative positions, e.g. off/star/delta
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H19/00—Switches operated by an operating part which is rotatable about a longitudinal axis thereof and which is acted upon directly by a solid body external to the switch, e.g. by a hand
- H01H19/54—Switches operated by an operating part which is rotatable about a longitudinal axis thereof and which is acted upon directly by a solid body external to the switch, e.g. by a hand the operating part having at least five or an unspecified number of operative positions
- H01H19/60—Angularly-movable actuating part carrying no contacts
- H01H19/635—Contacts actuated by rectilinearly-movable member linked to operating part, e.g. by pin and slot
- H01H19/6355—Contacts actuated by rectilinearly-movable member linked to operating part, e.g. by pin and slot using axial cam devices for transforming the angular movement into linear movement along the axis of rotation
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H50/00—Details of electromagnetic relays
- H01H50/16—Magnetic circuit arrangements
- H01H50/18—Movable parts of magnetic circuits, e.g. armature
- H01H50/32—Latching movable parts mechanically
- H01H50/326—Latching movable parts mechanically with manual intervention, e.g. for testing, resetting or mode selection
- H01H2050/328—Latching movable parts mechanically with manual intervention, e.g. for testing, resetting or mode selection with manual locking means having three positions, e.g. on-off-automatic
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H50/00—Details of electromagnetic relays
- H01H50/16—Magnetic circuit arrangements
- H01H50/18—Movable parts of magnetic circuits, e.g. armature
- H01H50/32—Latching movable parts mechanically
- H01H50/326—Latching movable parts mechanically with manual intervention, e.g. for testing, resetting or mode selection
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H50/00—Details of electromagnetic relays
- H01H50/54—Contact arrangements
- H01H50/546—Contact arrangements for contactors having bridging contacts
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H51/00—Electromagnetic relays
- H01H51/27—Relays with armature having two stable magnetic states and operated by change from one state to the other
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H9/00—Details of switching devices, not covered by groups H01H1/00 - H01H7/00
- H01H9/20—Interlocking, locking, or latching mechanisms
- H01H9/22—Interlocking, locking, or latching mechanisms for interlocking between casing, cover, or protective shutter and mechanism for operating contacts
Abstract
The invention relates to an electrical cut-off device (1) comprising: - two fixed terminals (21A, 22A), - a bridge (39A) that is movable between a closed electrical contact position between the two fixed terminals and an open position of this electrical contact, - an electromagnetic control system (31A) driven between an open state placing the movable bridge in an open position and a closed state placing said bridge in a closed position, and - means for manual manoeuvring (40) which can be manoeuvred between an operational position in which the movable bridge is free to move between the open and closed positions thereof, and a forced open position in which the manual manoeuvring means keeps the movable bridge away from the two fixed terminals. According to the invention, said manual manoeuvring means can also be manoeuvred to a forced closed position in which they lock the movable bridge against the two fixed terminals. 31A) driven between an open state placing the movable bridge in an open position and a closed state placing said bridge in a closed position, and - means for manual manoeuvring (40) which can be manoeuvred between an operational position in which the movable bridge is free to move between the open and closed positions thereof, and a forced open position in which the manual manoeuvring means keeps the movable bridge away from the two fixed terminals. According to the invention, said manual manoeuvring means can also be manoeuvred to a forced closed position in which they lock the movable bridge against the two fixed terminals.
Description
AN ELECTRICAL DISCONNECT DEVICE FOR A BATTERY
TECHNICAL FIELD TO WHICH THE INVENTION RELATES
The present invention generally relates to a device
that makes it possible to isolate a battery from the
various circuits to which the battery is connected.
It relates more particularly to an electrical
disconnect device, comprising:
· a pair of stationary electrical connection
terminals;
· a movable bridge that is movable between a closed
position for making electrical contact between the pair
of stationary terminals and an open position for breaking
electrical contact between the pair of stationary
terminals;
· an electromagnetic control system that is adapted
to be switched between an open state in which it causes
the movable bridge to be positioned in its open position,
and a closed state in which it causes the movable bridge
to be positioned in its closed position; and
· manual drive means that are drivable between
firstly an operational position in which they allow the
movable bridge to move freely between its open and closed
positions as a function of the open or closed state of
the electromagnetic control system, and secondly a
forced-open position in which they hold the movable
bridge spaced apart from the pair of stationary
terminals, regardless of the open or closed state of the
electromagnetic control system.
The invention finds a particularly advantageous
application in providing a cutout for motor vehicles, in
particular for trucks and boats.
TECHNOLOGICAL BACKGROUND
An electrical disconnect device as mentioned above
is known in particular from document EP 2 521 150.
In that document, the disconnect device is described
as including two pairs of stationary terminals and two
17069978_1 (GHMatters) P41913NZ00
electromagnetic control systems that are coupled to two
movable bridges so as to break or make contact between
the stationary terminals of the two pairs of terminals.
The two electromagnetic control systems thus enable
electrical contact between the stationary terminals of
each pair of terminals to be opened and closed
automatically, without manual intervention.
In order to act on the battery or on a circuit to
which the battery is connected, the manual drive means of
the disconnect device make it possible to ensure that the
movable bridges are held spaced apart from the stationary
terminals, regardless of the state of the electromagnetic
control systems. It is then possible to act on the
battery or a circuit to which it is connected without
risk.
To this end, the manual drive means include a knob
that makes it possible, via a cam device, to push the
movable bridges away from the stationary terminals.
Such a disconnect device is generally fitted in a
motor vehicle.
An electrical failure could affect the electrical
circuit of the disconnect device or the electrical
circuit of the motor vehicle.
If the failure occurs when the movable bridges are
in their open position, spaced apart from the stationary
terminals, then the driver of the vehicle has no means of
making electrical contact between the stationary
terminals.
The driver can thus no longer start the engine of
the vehicle.
OBJECT OF THE INVENTION
In order to remedy that drawback, the present
invention proposes a solution that, when necessary, makes
it possible manually to force closure of the electrical
contact between the stationary terminals.
More particularly, the invention proposes a
disconnect device as defined in the introduction, in
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which said manual drive means are also drivable towards a
forced-closed position in which they hold the movable
bridge in contact with the pair of stationary terminals,
regardless of the open or closed state of the
electromagnetic control system, and in which the manual
drive means includes a knob that is movable in turning, a
fork that is movable in translation and that includes two
pairs of arms that are adapted to hold the movable bridge
respectively in contact with, and spaced apart from, the
pairs of stationary terminals, and movement conversion
means that are adapted to convert the turning movement of
the knob into movement in translation of the fork.
Thus, by means of the invention, in the event of a
problem, the user may force the movable bridge to connect
together the pair of stationary terminals. Thus, by way
of example, the disconnect device may make an electrical
connection between a battery and safety systems
(typically a warning beacon).
It should be understood that using the manual drive
means to provide this novel function is advantageous in
the sense that the cost of manufacturing the disconnect
device is not affected by incorporating this novel
function.
Other characteristics of the disconnect device of
the invention that are advantageous and non-limiting
include the following:
· there amay be provided: two pairs of stationary
terminals; two movable bridges that are adapted to make
electrical contact between the respective pairs of
stationary terminals; and two electromagnetic control
systems that are adapted to move the two movable bridges
respectively; said manual drive means being adapted to
hold at least one of the two movable bridges in contact
with the respective pair of stationary terminals;
· in the forced-open position, the manual drive
means may simultaneously hold the two movable bridges
spaced apart from the respective pairs of stationary
17069978_1 (GHMatters) P41913NZ00
terminals, and in the forced-closed position, the manual
drive means block the two movable bridges in contact with
the respective pairs of stationary terminals;
· the fork may include two pairs of arms
respectively adapted to hold the two movable bridges in
contact with, and spaced apart from, the two pairs of
stationary terminals;
· the movement conversion means may comprise a cam
having a profile that presents at least three seats, a
lug shaft that is formed integrally with the fork and
that includes at least one lug that is adapted to travel
along the profile of the cam, and resilient return means
for returning the lug against the profile of the cam;
· the electromagnetic control system may comprise a
core that is made of magnetic material and that is
mounted to move in a body, a coil that surrounds said
core and that is for powering electrically so as to
generate a magnetic field that delivers a traction force
on said core, a movable shaft that bears axially against
the core and that is coupled to said movable bridge, and
first resilient return means for pushing the movable
shaft towards the rear, against the core;
· the movable bridge may be engaged around the
movable shaft, and second resilient return means are
provided for pushing the movable bridge towards the
front, against an abutment provided on the movable shaft;
· locking means may be provided for locking the
manual drive means in the forced-open position; and
· a casing may be provided that houses the movable
bridge and the electromagnetic control system, the manual
drive means comprise a knob, and said locking means
comprise an opening that is situated in the knob, and a
cavity groove elsewhere that is situated recessed into
the casing, in the axis of said opening when the manual
drive means are in the forced-open position.
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DETAILED DESCRIPTION OF AN EMBODIMENT
The following description of non-limiting examples
given with reference to the accompanying drawings, makes
it possible to understand what the invention consists of
and how it can be reduced to practice.
In the accompanying drawings:
· Figure 1 is a diagrammatic perspective view of a
disconnect device of the invention;
· Figure 2 is a diagrammatic perspective view of the
Figure 1 disconnect device, in which the casing of the
disconnect device is cut away;
· Figures 3 and 4 are diagrammatic perspective views
of the Figure 1 disconnect device, in section on two
different section planes;
· Figure 5 is a diagrammatic side view of the
Figure 1 disconnect device, in which the casing of the
disconnect device is not shown;
· Figure 6 is a developed view of a cam profile of
the manual drive means of the Figure 1 disconnect device;
· Figures 7 to 10 are diagrammatic side views of the
Figure 1 disconnect device, shown in four different
states, and in which the casing of the disconnect device
is not shown; and
· Figures 11 to 13 are diagrammatic plan views of
the Figure 1 disconnect device, in which the knob is
shown in the forced-closed position, in the operational
position, and in the forced-open position respectively.
Figure 1 shows a disconnect device 1.
In this embodiment, the disconnect device is a
cutout switch 1 for a motor vehicle, which cutout switch
isolates, if necessary, a battery from the various
electrical circuits to which the battery is connected.
The cutout switch 1 includes a casing 10 from which
there emerges at least two stationary electrical
connection terminals 21A, 22A, of which one is for
connecting to the battery, and the other is for
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connecting to the electrical circuits of the motor
vehicle.
As shown in Figure 2, the cutout switch 1 also
includes connection and disconnection means 30A for
connecting together and disconnecting the pair of
stationary terminals 21A, 22A.
The connection and disconnection means 30A include a
movable bridge 39A that is movable between:
· a closed position in which it is in contact with
the stationary terminals 21A, 22A so as to make an
electrical connection between the stationary terminals
21A, 22A; and
· an open position in which it is spaced apart from
the stationary terminals 21A, 22A so as to break the
electrical connection between the stationary terminals
21A, 22A.
They also include an electromagnetic control system
31A that is designed to move the movable bridge 39A
between its closed position and its open position
automatically (i.e. without manual intervention on the
cutout switch 1).
To this end, the electromagnetic control system 31A
is adapted to be switched between an open state in which
it causes the movable bridge 39A to be positioned in its
open position, and a closed state in which it causes the
movable bridge 39A to be positioned in its closed
position.
When it is in its closed state, the electromagnetic
control system 31A is designed to exert a force F1 on the
movable bridge 39A, so as to press it into contact with
the stationary terminals 21A, 22A. When an opposite-
direction force F2 of magnitude that is greater than the
force F1 is exerted on the movable bridge 39A, the system
is also designed to push said movable bridge away from
the stationary terminals 21A, 22A.
17069978_1 (GHMatters) P41913NZ00
The cutout switch 1 also includes manual drive means
40 that are drivable between an operational position
(Figure 12) and a forced-open position (Figure 13).
When the manual drive means 40 are in the
operational position, they leave the movable bridge 39A,
39B free, so its position then depends only on the state
of the electromagnetic control system 31A. Thus, when
the electromagnetic control system 31A is in its open
state, the movable bridge 39A is positioned automatically
in its open position, and when the electromagnetic
control system 31A is in its closed state, the movable
bridge 39A is positioned automatically in its closed
position.
In contrast, when the manual drive means 40 are in
the forced-open position, they are designed to hold the
movable bridge 39A spaced apart from the pair of
stationary terminals 21A, 22A, regardless of the open or
closed state of the electromagnetic control system 31A.
In other words, when the manual drive means 40 are
placed in the forced-open position, they are adapted to
exert a force F2 of magnitude that is greater than the
opposite-direction force F1 on the movable bridge 39A.
They thus make it possible to isolate the battery
electrically, regardless of the open or closed state of
the electromagnetic control system 31A.
In this embodiment, when it is in its open state,
the electromagnetic control system 31A is also designed
to exert a force F3, so as to hold the movable bridge 39A
spaced apart from the stationary terminals 21A, 22A.
When an opposite-direction force F4 of magnitude that is
greater than the force F3 is exerted on the movable
bridge 39A, the system is also designed to push said
movable bridge into contact with the stationary terminals
21A, 22A.
According to a particularly advantageous
characteristic of the invention, the manual drive means
40 are thus drivable towards a forced-closed position
17069978_1 (GHMatters) P41913NZ00
(Figure 11) in which they hold (or block) the movable
bridge 39A in contact with the pair of stationary
terminals 21A, 22A, regardless of the open or closed
state of the electromagnetic control system 31A.
In other words, when they are placed in the forced-
closed position, the manual drive means 40 are adapted to
exert a force F4 of magnitude that is greater than the
force F3 on the movable bridge 39A in the opposite
direction.
They thus make it possible to force the battery to
be connected to the electrical circuits of the motor
vehicle, regardless of the open or closed state of the
electromagnetic control system 31A.
In the embodiment shown in Figures 1 and 2, the
casing 10 is made of two portions, a base 11 and a cover
The base 11 presents a rectangular-plate shape that
is perforated at its four corners with four openings 13.
The cover 12 presents a box shape that is open
beside the base 11, so as to cooperate therewith to
define a housing. It thus includes a front wall 18 that
is bordered by a side wall projecting in one direction
therefrom.
In the description below, the terms "front" and
"rear" are used relative to the base 11 and the cover 12,
the base 11 being considered as being positioned to the
rear of the cover 12. In the embodiment shown in the
figures, in which the base 11 is positioned horizontally
and in which the cover 12 is fitted on top of the base
11, the front of an element designates the side of the
element that faces upwards, and the rear designates the
side of the element that faces downwards.
More precisely, the cover 12 includes a generally
rectangular central portion 14 that houses the manual
drive means 40, flanked by two side portions 15 each
housing connection and disconnection means 30A, 30B.
17069978_1 (GHMatters) P41913NZ00
In order to fasten it to the structure of the motor
vehicle, the cover 12 includes, at the four corners of
its rear edge, four tabs 16 that are each perforated with
respective openings 17 that are in line with the openings
13 in the base 11.
The aligned openings 13, 17 thus make it possible to
pass four fastener bolts for fastening the cover 12 and
the base 11 to the structure of the motor vehicle.
In this embodiment, the cover 12 and the base 11
include means that make it possible to fasten them
together. In this embodiment, the means are in the form
of bolts that are engaged via the rear of the base 11,
having heads that bear against the base 11, and having
threaded shanks that are screwed into the cover 12.
As shown in Figure 1, in this embodiment the cutout
switch 1 includes two pairs of stationary terminals 21A,
22A, 21B, 22B.
A first pair of stationary terminals 21A, 22A is
designed to be connected between the negative terminal of
the battery and the negative terminal of the electrical
circuits of the vehicle.
A second pair of stationary terminals 21B, 22B is
designed to be connected between the positive terminal of
the battery and the positive terminal of the electrical
circuits of the vehicle.
The two pairs of terminals are designated by means
of the letters "A" and "B". They are identical and they
are connected or disconnected by identical connection and
disconnection means 30A, 30B (see Figure 5).
Consequently, for more clarity in the description below,
only the first pair of stationary terminals 21A, 22A and
their corresponding connection and disconnection means
30A are described.
As shown more particularly in Figure 4, in this
embodiment, each stationary terminal 21A, 22A is formed
of a metal assembly comprising a bolt 211A, 221A, two
washers 212A, 222A, and a nut 213A, 223A.
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Each bolt 211A, 221A is engaged in a hole formed
through the front wall 18 of the cover 12, at one of the
side portions 15 of the cover 12. It is engaged therein
via the rear so that its head bears against the rear of
the front wall 18, and its threaded shank emerges in
front of the front wall 18.
The two washers 212A, 222A are engaged on the
threaded shank of the bolt, in front of the front wall
18, so that they can sandwich a washer-like lug terminal
that is fitted to the end of a conventional electric
cable.
The nut 213A, 223A is screwed on top of the washers
2128, 222A so as to clamp them tightly.
As shown in Figure 2, the movable bridge 39A is
housed in the casing 10 and, in the closed position, it
is designed to bear simultaneously against both of the
heads of the bolts 211A, 221A of the stationary terminals
21A, 22A.
In this embodiment, the bridge is in the form of a
rectangular plate that is made of conductive metal
(typically of copper), having two side edges that are
folded rearwards.
The movable bridge 39A presents a plane front face
having a length and a width that are sufficient to enable
it to bear against the rear faces of the heads of the
bolts 211A, 221A of the pair of stationary terminals 21A,
22A.
The electromagnetic control system 31A used in this
embodiment is described in patent FR 2 899 721. More
particularly, the electromagnetic control system is that
shown in Figure 1 of patent FR 2 899 721.
The electromagnetic control system 31A is therefore
not described in detail herein.
With reference to Figures 3 and 4, it is merely
observed that it comprises: a body 35A; a core 34A that
is made of magnetic material and that is mounted to move
in translation along a main axis A1 in the body 35A; and
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a coil 36A that is housed in the body 35A, that surrounds
said core 34A and that is for powering electrically so as
to generate a magnetic field that delivers a traction
force on the core 34A.
In this embodiment, the body 35A is fastened on the
base 11 by means of partitions that project upwards from
the front of the base 11, and that hold it in position.
The electromagnetic control system 31A also
comprises a movable shaft 32A having a rear end that is
engaged in a blind hole provided in the core 34A so as to
be capable of sliding in said core along the main axis
A1, and having a front end that is coupled to the movable
bridge 39A.
In order to hold the rear end of the movable shaft
32A bearing axially against the bottom of the blind hole
of the core 34A, a first compression spring 37A is
provided that is engaged around the movable shaft 32A and
that is prestressed between the body 35A and a first
abutment 371A that is provided on the movable shaft 32A.
The first compression spring 37A thus makes it possible
to push the movable shaft 32A rearwards. In the
description below, the first compression spring is
referred to as a "rear spring 37A".
In order to couple the front end of the movable
shaft 32A to the movable bridge 39A, an opening is
provided in the center of the movable bridge 39A, which
opening is engaged freely around the movable shaft 32A so
that the movable bridge 39A can slide on said movable
shaft along the main axis A1.
A second compression spring 33A is also provided
that is threaded onto the movable shaft 32A and that is
prestressed between the movable bridge 39A, 39B and a
second abutment 331A that is provided on the movable
shaft 32A. The second compression spring 33A thus makes
it possible to push the movable bridge 39A, 39B towards
the front, against a third abutment 38A that is provided
at the front end of the movable shaft 32A. In the
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description below, the second compression spring 33A is
referred to as a "front spring 33A".
When the coil 36A is unpowered, a cam system (not
shown in the figures) makes it possible to hold the core
34A in one or the other of two stable positions situated
at different heights, and, when the coil 36A is powered,
it enables the coil 34A to move from one of the two
stable positions to the other.
The two stable positions correspond to the closed
and open states of the electromagnetic control system
31A.
Switch means are thus provided that enable the coil
36A to be electrically powered so as to position the core
34A in one or the other of its two stable positions.
The switch means, which are not themselves the
subject of the present invention, are not described in
detail. It should merely be observed that they comprise
an electronic card (not shown) that is housed in the
casing 10, and one or two connectors 90 (as shown in
Figure 1) that project from the side wall of the cover 12
and that enable the electromagnetic control systems 31A,
31B to be switched electronically from outside the cutout
switch 1.
In this embodiment, the manual drive means 40 that
are drivable between the operational position (or AUTO
position), the forced-open position (or OFF position),
and the forced-closed position (or ON position) are
preferably adapted to act simultaneously on the two
movable bridges 39A, 39B.
They are thus designed:
· in the operational position, to allow the two
movable bridges 39A, 39B to move freely in translation
along the main axis A1;
· in the forced-open position, to hold the two
movable bridges 39A, 39B spaced apart from the stationary
terminals 21A, 22A, 21B, 22B; and
17069978_1 (GHMatters) P41913NZ00
· in the forced-closed position, to block the two
movable bridges 39A, 39B against the stationary terminals
21A, 22A, 21B, 22B.
In the forced-open position, they thus make it
possible to isolate the battery both on the side of its
negative terminal and on the side of its positive
terminal.
As shown clearly in Figures 2 and 5, the manual
drive means 40 comprise: a knob 41 that is accessible to
the user and that can be turned relative to the casing
; a fork 50 that is movable in translation relative to
the casing 10 and that makes it possible to act
simultaneously on both movable bridges 39A, 39B; and
movement conversion means 44 that are adapted to convert
the turning movement of the knob 41 into translation
movement of the fork 50.
The knob 41 includes a plane base 411, having a
front face from which there projects a bulge 412 with an
S-shape that makes it easier to turn.
At the rear of its base 411, the knob 41 also
includes a shaft 45 that is circularly tubular about a
central axis A2 that is parallel to the main axis A1.
The knob 41 is mounted to turn on the casing 10 about the
central axis A2 by means of the shaft 45 that is engaged
freely through a corresponding opening provided in the
front wall 18 of the cover 12.
As shown in Figure 5, spaced apart from the rear
face of the base 411, the shaft 45 presents a collar 451
that bears against the rear face of the front wall 18,
while the base 411 bears against the front face of the
front wall 18, thereby making it possible to prevent the
knob 41 from moving in translation along the central axis
As shown in Figures 2 and 5, the fork 50 includes a
bar 53 and a guide shaft 54.
17069978_1 (GHMatters) P41913NZ00
Lengthwise, the bar 53 extends radially relative to
the central access A2, between the two connection and
disconnection means 30A, 30B.
The guide shaft 54 extends from the center of the
rear face of the bar 53, orthogonally thereto, so as to
co-operate therewith to form a T-shape.
The guide shaft 54 is slidably engaged in a sleeve
19 that projects from the center of the front face of the
base 11 of the casing 10. It guides the fork 50 in
translation along the central axis A2, towards the front
or towards the rear.
As shown in Figure 2, at each of its ends, the bar
53 presents a front arm 51A and a rear arm 52A that are
situated respectively at the front and at the rear of the
movable bridge 39A.
Each of these front and rear arms 51A, 52A is formed
of two fingers that extend on either side of the movable
shaft 32A, 32B so as not to interfere therewith.
As shown in Figure 9, the two fingers of each front
arm 51A of the fork 50 are designed to bear against the
top faces of the movable bridges 39A, so as to block them
spaced apart from the stationary terminals 21A, 22A when
the drive means 40 are in the forced-closed position.
As shown in Figure 10, the two fingers of each rear
arm 52A of the fork 50 are designed to bear below the
second abutments 331A of the movable shafts 32A (namely
those against which the front springs 33A bear) so as to
hold the movable bridges 39A against the stationary
terminals 21A, 22A when the drive means 40 are in the
forced-closed position.
As shown in Figure 5, the movement conversion means
44, that enable the fork 50 to slide as a result of the
knob 41 turning, include a cam 46 and a lug shaft 47.
In this embodiment, the cam profile 46 is formed by
the rear edge of the shaft 45. The cam profile 46
presents three seats 461, 462, 463 that are situated at
different heights relative to the base 411.
17069978_1 (GHMatters) P41913NZ00
In practice, in this embodiment, two cams 46 having
three seats 461, 462, 463 are provided, each of which
cams extends around the central axis A2 over an angular
sector that is less than 180°.
Figure 6 is a developed plane view of one of the cam
profiles 46. It should be observed that the three seats
461, 462, 463 are formed by three semicircular notches
that are separated from one another by sloping ramps 464,
465. The cam profile 46 is bordered by two straight
edges 466, 467 having angular abutment functions.
As shown in Figures 2 and 5, the lug shaft 47
includes two corresponding lugs 48 that are situated on
opposite sides of the central axis A2, and that are
adapted to travel along the two cam profiles 46.
In practice, the lug shaft 47 projects from the
front face of the bar 53 of the fork 50 along the central
axis A2. It is made integrally with the fork 50.
On the central axis A2, it presents a cross-section
that is in the shape of a cross. It is thus formed of
four walls positioned in the shape of a cross. Two
opposite first walls extend over a height that is greater
than the height of the two other walls. The front edges
of the two first walls are designed to come into contact
with the two cam profiles 46 and thus form said lugs 48,
while the front edges of the two other walls are situated
further towards the rear so as not to come into contact
with the cam profiles 46.
In this way, the lugs 48 are adapted to travel from
one seat 461, 462, 463 to another when the user turns the
knob 41. In contrast, they cannot travel from one cam
profile 46 to the other as a result of the straight edges
466, 467 that form abutments for the two first walls.
As shown in Figures 2 and 5, resilient return means
49 are also provided for returning the lugs 48 against
the cam profiles 46. In this embodiment, the resilient
return means are formed by a compression spring 49 that
is threaded on the sleeve 19 of the base 11 and that is
17069978_1 (GHMatters) P41913NZ00
prestressed between the base 11 and the rear face of the
bar 53 of the fork 50 so as to push said fork towards the
front.
In the description below, the compression spring 49
is referred to as a "main spring 49".
Once prestressed, it delivers a force that is
strictly greater than the sum of the forces delivered by
the front and rear springs 33A and 37A, so as to be
capable of exerting forces on the two movable bridges
39A, 39B that are greater than the force exerted by the
front and rear springs 33A and 37A, when the manual drive
means 40 are in the forced-closed position and the
electromagnetic control systems 31A, 31B are in their
open state.
Finally the cutout switch 1 includes locking means
60 for locking the manual drive means 40 in the forced-
open position.
The locking means 60 are designed to prevent the
manual drive means 40 from being manipulated by a third
party when not desired by the user, e.g. because the user
is working on the battery of the vehicle or on the
electrical circuits of the vehicle.
In this embodiment, as shown in Figure 1, the
locking means 60 comprise an opening 61 that is situated
in the base 411 of the knob 41, and a rectilinear groove
62 that is recessed into the front face of the front wall
18 of the cover 12 of the casing 10.
The rectilinear groove 62 presents an end that is
situated below the opening 61 when the manual drive means
40 are in the forced-open position, and a remote end that
opens out onto the side of the cover 12.
The locking means 60 thus enable a user to fit a
padlock through the knob 41 and along the rectilinear
groove 62, which consequently prevents the knob 41 from
being turned relative to the casing 10.
Figures 7 to 13 show various stable configurations
that the cutout switch 1 may adopt.
17069978_1 (GHMatters) P41913NZ00
In Figure 12, the knob 41 is positioned such that
the manual drive means 40 are in the operational
position.
In this position, the lugs 48 are positioned on the
seats 462 of the cams 46, which seats are situated mid-
way along the cam profiles 46.
Thus, as shown in Figure 7, when the electromagnetic
control system 31A is switched to its open state, the
rear spring 37A returns the movable shaft 32A towards the
rear, which makes it possible to position the movable
bridge 39A spaced apart from the stationary terminals
21A, 22A.
As shown in Figure 8, when the electromagnetic
control system 31A is switched to its closed state, the
movable shaft 32A is pushed towards the front, and this
makes it possible to press the movable bridge 39A against
the stationary terminals 21A, 22A.
In Figure 11, the knob 41 is positioned such that
the manual drive means 40 are in the forced-closed
position.
In this position, the lugs 48 are positioned on the
seats 461 of the cams 46, which seats are the furthest to
the front.
As shown in Figure 10, the rear arms 52A of the fork
50 thus pull the second abutment 331A towards the front,
and this compresses the front spring 33A and forces the
movable bridge 39A to bear against the stationary
terminals 21A, 22A.
Thus, when the electromagnetic control system 31A is
switched to its open state, the movable shaft 32A moves
away from the bottom of the housing of the core 34A,
compressing the rear spring 37A.
In contrast, when the electromagnetic control system
31A is switched to its closed state, the core 34A rises
and pushes the movable shaft 32A towards the front, such
that it participates in blocking the movable bridge 39A
against the stationary terminals 21A, 22A.
17069978_1 (GHMatters) P41913NZ00
In the forced-closed position, the state of the
electromagnetic control systems 31A, 31B thus has no
effect on the position of the movable bridges 39A, 39B.
Thus, it is possible to make the electrical circuit
between the stationary terminals manually in the event of
an electrical problem affecting the switching of the
electromagnetic control systems 31A, 31B, or in the event
of a mechanical problem affecting the operation of the
electromagnetic control systems 31A, 31B (in particular
since the movable rods are not connected rigidly to the
cores but are mounted to move relative thereto).
In Figure 13, the knob 41 is positioned such that
the manual drive means 40 are in the forced-open
position.
In this position, the lugs 48 are positioned on the
seats 463 of the cams 46, which seats are the furthest to
the rear.
As shown in Figure 9, the front arms 51A of the fork
50 thus push the movable bridges 39A, 39B towards the
rear, spaced apart from the stationary terminals.
Thus, when the electromagnetic control system 31A is
switched to its closed state, the front spring 33A is
compressed so as to enable the movable shaft 32A to rise.
In contrast, when the electromagnetic control system
31A is switched to its open state, the movable shaft 32A
descends and participates in blocking the movable bridge
39A spaced apart from the stationary terminals 21A, 22A.
In the forced-open position, the state of the
electromagnetic control systems 31A, 31B thus has no
effect on the position of the movable bridges 39A, 39B.
The present invention is not limited to the
embodiments described and shown, but the person skilled
in the art can bring any variant thereto in accordance
with its spirit.
In particular, the movable bridge could be hinge-
mounted in the casing, so as to tilt between a position
17069978_1 (GHMatters) P41913NZ00
in contact with the stationary terminals and a position
spaced apart from the stationary terminals.
In another variant, the electromagnetic control
system could be of some other type. It could thus be in
the form of a bistable electromagnet, in which event
there would be no need to use front and rear springs to
enable the fork to move the movable bridge against the
force exerted by the electromagnetic.
In another variant, the manual drive means could
comprise a lever instead of a knob, which lever would be
mounted to move in translation on the casing and would be
fastened to the fork.
In a variant embodiment of the cutout switch shown
in the figures, the manual drive means could be adapted
to act on only one of the two movable bridges, the
position of the other bridge thus depending only on the
open or closed state of its electromagnetic control
system.
In still another variant, the cutout switch could be
connected in some other way. Thus, provision could be
made to connect a first pair of stationary terminals of
the cutout switch between the positive terminal of a
first battery (e.g. at 12 volts (V)) and the positive
terminal of a first electrical circuit, and to connect
the second pair of stationary terminals of the cutout
switch between the positive terminal of a second battery
(e.g. at 24 V) and the positive terminal of a second
electrical circuit (preferably distinct from the first
electrical circuit).
Comprises/comprising and grammatical variations
thereof when used in this specification are to be taken
to specify the presence of stated features, integers,
steps or components or groups thereof, but do not
preclude the presence or addition of one or more other
features, integers, steps, components or groups thereof.
17069978_1 (GHMatters) P41913NZ00
Claims (9)
1. An electrical disconnect device, comprising: · a pair of stationary electrical connection 5 terminals; · a movable bridge that is movable between a closed position for making electrical contact between the pair of stationary terminals, and an open position for breaking electrical contact between the pair of 10 stationary terminals; · an electromagnetic control system that is adapted to be switched between an open state in which it causes the movable bridge to be positioned in its open position, and a closed state in which it causes the movable bridge 15 to be positioned in its closed position; and · manual drive means that are drivable between firstly an operational position in which they allow the movable bridge to move freely between its open and closed positions as a function of the open or closed state of 20 the electromagnetic control system, and secondly a forced-open position in which they hold the movable bridge spaced apart from the pair of stationary terminals, regardless of the open or closed state of the electromagnetic control system; 25 wherein said manual drive means are also drivable towards a forced-closed position in which they hold the movable bridge in contact with the pair of stationary terminals, regardless of the open or closed state of the electromagnetic control system, and the 30 manual drive means includes a knob that is movable in turning, a fork that is movable in translation and that includes two pairs of arms that are adapted to hold the movable bridge respectively in contact with, and spaced apart from, the pairs of stationary terminals, and 35 movement conversion means that are adapted to convert the turning movement of the knob into movement in translation of the fork 17069978_1 (GHMatters) P41913NZ00
2. An electrical disconnect device according to claim 1, wherein there are provided: two pairs of stationary terminals; two movable bridges that are adapted to make 5 electrical contact between the respective pairs of stationary terminals; and two electromagnetic control systems that are adapted to move the two movable bridges respectively; and wherein said manual drive means are adapted to hold at least one of the two movable bridges 10 in contact with the respective pair of stationary terminals.
3. An electrical disconnect device according to claim 2, wherein, in the forced-open position, the manual drive 15 means simultaneously hold the two movable bridges spaced apart from the respective pairs of stationary terminals, and in the forced-closed position, the manual drive means block the two movable bridges in contact with the respective pairs of stationary terminals.
4. An electrical disconnect device according to claim 2 or claim 3, wherein the fork includes two pairs of arms respectively adapted to hold the two movable bridges in 25 contact with, and spaced apart from, the two pairs of stationary terminals.
5. An electrical disconnect device according to claim 4, wherein the movement conversion means include a cam 30 having a profile that presents at least three seats, a lug shaft that is formed integrally with the fork and that includes at least one lug that is adapted to travel along the profile of the cam, and resilient return means for returning the lug against the profile of the cam.
6. An electrical disconnect device according to any one of claims 1 to 5, wherein the electromagnetic control 17069978_1 (GHMatters) P41913NZ00 system includes a core that is made of magnetic material and that is mounted to move in a body, a coil that surrounds said core and that is adapted to receive an electrical current so as to generate a magnetic field 5 that delivers a traction force on said core, a movable shaft that bears axially against the core and that is coupled to said movable bridge, and first resilient return means for pushing the movable shaft towards the rear, against the core.
7. An electrical disconnect device according to claim 6, wherein the movable bridge is engaged around the movable shaft, and second resilient return means are provided for pushing the movable bridge towards the front, against an 15 abutment provided on the movable shaft.
8. An electrical disconnect device according to any one of claims 1 to 7, wherein locking means are provided for locking the manual drive means in the forced-open 20 position.
9. An electrical disconnect device according to claim 8, wherein a casing is provided that houses the movable bridge and the electromagnetic control system, wherein 25 the manual drive means include a knob, and wherein said locking means include an opening that is situated in the knob, and a cavity groove elsewhere that is situated recessed into the casing, in the axis of said opening when the manual drive means are in the forced-open 30 position. 17069978_1 (GHMatters) P41913NZ00
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1361957A FR3014239B1 (en) | 2013-12-02 | 2013-12-02 | ELECTRICAL CUTTING DEVICE FOR BATTERY OF BATTERIES |
FR1361957 | 2013-12-02 | ||
PCT/FR2014/053042 WO2015082804A1 (en) | 2013-12-02 | 2014-11-26 | Electrical cut-off device for accumulator batteries |
Publications (2)
Publication Number | Publication Date |
---|---|
NZ721212A NZ721212A (en) | 2020-12-18 |
NZ721212B2 true NZ721212B2 (en) | 2021-03-19 |
Family
ID=
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