Relay, control device, battery pack, and vehicle

Abstract

The application relates to a relay, a control device, a battery pack and a vehicle, and relates to the technical field of vehicles.The relay comprises a first shell, a driving assembly and a conductive assembly, the first shell is provided with a static contact; the driving assembly is arranged in the first shell; the conductive assembly is connected with the driving assembly; the driving assembly can drive the conductive assembly to move in a first direction or a second direction, so that the conductive assembly is switched between a first conductive state and a second conductive state; the first direction is a direction in which the conductive assembly faces the static contact; the first direction is opposite to the second direction; the conductive assembly comprises a shunt and a first conductive piece electrically connected with the shunt; the height of the first conductive piece is higher than the height of the shunt; in the first conductive state, the first conductive piece is in contact with the static contact for conduction, and the shunt is spaced from the static contact; in the second conductive state, the first conductive piece is in contact with the static contact for conduction, and the shunt is in contact with the static contact for conduction.The relay provided in the application improves the integration of the relay.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a relay, a control device, a battery pack and a vehicle. BACKGROUND

[0002] The control device of the vehicle usually includes a relay to control the battery pack high-voltage loop to be connected or cut off, etc.

[0003] In the prior art, a relay is provided, which includes a core, a contact spring, a spring is arranged at the lower end of the core, one end of the spring is fixed on the core, the other end of the spring is connected with an insulating washer, and the contact spring is fixedly arranged outside the insulating washer. The spring and the core are fixed by a spring ring. The one end of the spring fixed on the core is above the one end connected with the insulating washer. The one end of the spring fixed on the core is below the one end connected with the insulating washer.

[0004] In the prior art, a plug-in solid-state relay for new energy vehicles is also provided, which includes a relay body, a contact plate, a contact, and a heat dissipation mechanism. The contact plate is horizontally arranged below the relay body, the top of the contact plate is vertically provided with a connecting column, the connecting column is provided with a plurality of connecting columns and is uniformly distributed on the top of the contact plate, the bottom of the relay body is vertically provided with a connecting sleeve, the connecting sleeve is sleeved on the connecting column, the connecting sleeve is provided with a first spring outside, the contact is vertically arranged at the bottom of the relay body, the contact penetrates through the surface of the contact plate, the upper segment of the contact is made of soft conductive material, and the heat dissipation mechanism is arranged between the relay body and the contact plate.

[0005] In the field of vehicle technology, with the continuous upgrading of new energy vehicles, the vehicle-mounted control system needs to integrate multiple modules such as motor control, battery management, and automatic driving perception, and the miniaturization of the relay is required more and more. SUMMARY

[0006] One of the purposes of the present application is to provide a relay to solve the problem of how to improve the integration of the relay. The second purpose of the present application is to provide a control device. The third purpose of the present application is to provide a battery pack. The fourth purpose of the present application is to provide a vehicle.

[0007] In order to achieve the above-mentioned purposes, the technical solutions adopted by the present application are as follows:

[0008] In a first aspect, the embodiments of the present application provide a relay, which comprises a first shell, a driving assembly and a conductive assembly. The first shell is provided with a static contact. The driving assembly is arranged in the first shell. The conductive assembly is connected with the driving assembly. The driving assembly can drive the conductive assembly to move in a first direction or a second direction, so as to switch the conductive assembly between a first conductive state and a second conductive state. The first direction is a direction in which the conductive assembly faces the static contact. The first direction is opposite to the second direction. The conductive assembly comprises a shunt and a first conductive piece electrically connected with the shunt. The height of the first conductive piece is higher than the height of the shunt. In the first conductive state, the first conductive piece is in contact with the static contact for conduction, and the shunt is spaced apart from the static contact. In the second conductive state, the first conductive piece is in contact with the static contact for conduction, and the shunt is in contact with the static contact for conduction.

[0009] According to the above technical means, in the first conductive state, the first conductive piece is in contact with the static contact for conduction, and the shunt is spaced apart from the static contact. The current passes through the first conductive piece to realize pre-conduction of the current. The pre-conduction of the current can avoid the situation that the relay is damaged due to too large current when the relay is turned on, and improve the service life of the relay.

[0010] In the second conductive state, the first conductive piece is in contact with the static contact for conduction, and the shunt is in contact with the static contact for conduction. At this time, the shunt and the static contact bear the main current path, so that the circuit can pass through the maximum working current to realize normal power supply of the entire vehicle.

[0011] The shunt is arranged in the interior of the first shell, and the shell and the external wiring space of the shunt are omitted. Therefore, the overall space ratio of the shunt and the relay can be significantly reduced, and the integration of the relay is improved.

[0012] In some embodiments, the conductive assembly further comprises a second conductive piece. The second conductive piece is electrically connected with the shunt. The second conductive piece is arranged in a spaced-apart manner with the first conductive piece. The height of the first conductive piece is higher than the height of the second conductive piece. The height of the second conductive piece is higher than the height of the shunt. The first conductive state, the third conductive state and the second conductive state are switched. In the third conductive state, the first conductive piece is in contact with the static contact for conduction, the second conductive piece is in contact with the static contact for conduction, and the shunt is spaced apart from the static contact. In the second conductive state, the first conductive piece is in contact with the static contact for conduction, the second conductive piece is in contact with the static contact for conduction, and the shunt is in contact with the static contact for conduction. In the first conductive state, the first conductive piece is in contact with the static contact for conduction, the second conductive piece is spaced apart from the static contact, and the shunt is spaced apart from the static contact.

[0013] According to the above technical means, by arranging the second conductive part on the shunt, in the first conductive state, the driving assembly can drive the first conductive part to move towards the static contact and make the first conductive part contact and conduct with the static contact, at this time, the first conductive part contacts and conducts with the static contact, the second conductive part is spaced from the static contact, and the shunt is spaced from the static contact.

[0014] In the third conductive state, the driving assembly continues to drive the first conductive part to move, the first conductive assembly maintains the contact and conduction state with the static contact, and the second conductive assembly contacts and conducts with the static contact, at this time, the second conductive part becomes a current path, and a smooth transition of gradually increasing current is realized.

[0015] In the second conductive state, the driving assembly drives the first conductive part, the second conductive part and the shunt to contact and conduct with the static contact, the shunt contacts the static contact at the same time as the first conductive part and the second conductive part to form a parallel path, so that the circuit can pass through the maximum working current, and normal power supply of the entire vehicle is realized.

[0016] In some embodiments, the resistance value of the first conductive part is greater than the resistance value of the second conductive part.

[0017] According to the above technical means, the first conductive part contacts and conducts with the static contact, and since the resistance of the first conductive part is greater than the resistance of the second conductive part, when the voltage is constant, the greater the resistance, the smaller the current, so the current passing through the relay can be limited, avoiding the impact of large current on the relay, and playing a protective role for the relay.

[0018] When the driving assembly drives the conductive assembly to continue to move towards the static contact, at this time, the second conductive part contacts and conducts with the static contact, the first conductive part also contacts and conducts with the static contact, and the shunt is separated from the static contact. Since the resistance of the second conductive part is smaller than the resistance of the first conductive part, the second conductive part can further provide a larger current path, so that the circuit can gradually enter a normal working state, a smooth transition from the pre-charging stage to the normal working state is realized, and the situation that the relay is damaged due to too large current when turned on can be avoided, and the service life of the relay is improved.

[0019] In some embodiments, the resistance of the first conductive part is a ceramic resistance or an alloy resistance.

[0020] According to the above technical means, the ceramic body of the ceramic resistance has the characteristics of insulation and high temperature resistance, and can withstand the high temperature of the electric arc generated when the first conductive part is separated from the static contact, reducing the erosion of the electric arc to the surface of the first conductive part.

[0021] The metal alloy material of the alloy resistance has high hardness and strong mechanical wear resistance, which can prolong the contact life of the first conductive part and the static contact.

[0022] In some embodiments, the conductive assembly further comprises a first elastic member, the first elastic member being connected with the first conductive member and the shunt respectively, and the first conductive member being capable of moving towards the second direction relative to the shunt.

[0023] According to the above technical means, when the driving assembly drives the first conductive member to move towards the static contact, the elastic member is arranged between the first conductive member and the shunt, and moves towards the static contact synchronously with the driving assembly, and at the moment when the first conductive member contacts the static contact, the elastic member can absorb the impact force between the first conductive member and the static contact, thereby further improving the arc extinguishing capability of the relay.

[0024] Further, when switching from the first conductive state to the second conductive state, the elastic force of the first elastic member can make the first conductive member maintain contact with the static contact, while the second conductive member contacts the static contact under the driving of the driving assembly, thereby ensuring that the circuit is not interrupted during the switching process between the first conductive state and the second conductive state, and realizing smooth transition.

[0025] In some embodiments, the relay further comprises a second elastic member, the second elastic member being connected with the second conductive member and the shunt respectively, and the second conductive member being capable of moving towards the second direction relative to the shunt.

[0026] According to the above technical means, when switching from the third conductive state to the second conductive state, the elastic force of the second elastic member can make the second conductive member maintain contact with the static contact, while the shunt contacts the static contact under the driving of the driving assembly, thereby ensuring that the circuit is not interrupted during the switching process between the second conductive state and the third conductive state, and realizing smooth transition of the current.

[0027] In some embodiments, the relay further comprises a control board, the control board being electrically connected with the shunt, wherein the control board acquires the first current between the shunt and the static contact; and when the first current is greater than a first preset current value, the control board controls the driving assembly to separate the shunt and the static contact.

[0028] According to the above technical means, the control board can monitor the current change in the shunt by acquiring the current between the shunt and the static contact in real time. When the first current exceeds the first preset current value due to an abnormality in the shunt, such as circuit short circuit, capacitor failure, etc., the control board can quickly control the driving assembly to drive the shunt and the static contact to separate, thereby avoiding damage to the relay caused by excessive current.

[0029] In some embodiments, the relay further comprises a third elastic member, the third elastic member being arranged on the side of the shunt facing the first direction, and the third elastic member being connected with the shunt and the housing respectively.

[0030] According to the above technical means, when the conductive assembly and the static contact are in the disconnected state, the third elastic member ensures the separation of the conductive assembly and the static contact through the force of the third elastic member. In the process of switching the state of the relay, the third elastic member can also assist the conductive assembly to quickly reset, thereby improving the response speed and working stability of the relay.

[0031] In a second aspect, the embodiments of the present application also provide a control device, which comprises a second housing and the relay described above, and the relay is arranged in the second housing.

[0032] According to the above technical means, the relay is arranged in the second housing, and the second housing can provide physical protection for the relay, isolate dust, moisture, vibration and other interference factors in the external environment, and help maintain the stable working state of the relay.

[0033] In a third aspect, the embodiments of the present application also provide a battery pack, which comprises a battery assembly and the control device described above, and the control device is electrically connected with the battery assembly.

[0034] According to the above technical means, the battery assembly and the control device are detachably connected, so that the replacement, maintenance and repair of the battery assembly are more convenient, and the maintenance cost and time cost are reduced. When the internal components of the control device fail, the entire battery assembly does not need to be disassembled, the maintenance process is simplified, the maintenance time is shortened, and the maintenance convenience and economy are significantly improved.

[0035] In a fourth aspect, the embodiments of the present application also provide a vehicle, which comprises a vehicle body and the battery pack described above, and the battery pack is arranged in the vehicle body.

[0036] In some embodiments, the control device and the battery assembly are arranged at intervals, the battery assembly is arranged at the bottom of the vehicle body, and the control device is arranged at the front drive position, the rear drive position or the charging position of the vehicle body.

[0037] According to the above technical means, the battery assembly is usually installed at the bottom of the vehicle body, the control device is transferred to the front drive position, the rear drive position or the charging position of the vehicle body, the installation space of the battery assembly at the bottom of the vehicle body can be released, and the battery assembly can accommodate more battery cell modules under the same size of the bottom of the vehicle body. The control device and the battery assembly are integrated at the bottom of the vehicle body, and the wire harness needs to extend from the bottom to the drive motor at the front and rear ends, and the length is usually long. Arranging the control device at the front end or the rear end can greatly shorten the length of the wire harness, reduce the arrangement path of the wire harness in the vehicle body, reduce the resistance loss and electromagnetic interference risk caused by the long wire harness, and reduce the safety hazards caused by the wear and aging of the wire harness, thereby improving the stability of the vehicle electrical system. BRIEF DESCRIPTION OF DRAWINGS

[0038] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application.

[0039] Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application;

[0040] Figure 2 This is a schematic diagram of the structure of the battery pack and control device in the vehicle provided in the embodiments of this application;

[0041] Figure 3 This is a schematic diagram of the structure of the control device provided in the embodiments of this application;

[0042] Figure 4 This is a schematic diagram of the structure of a relay provided in an embodiment of this application;

[0043] Figure 5 for Figure 4 The exploded view of the relay structure provided in the embodiment;

[0044] Figure 6 This is a schematic diagram of the structure of the drive component in the relay provided in the embodiments of this application;

[0045] Figure 7 This is a schematic diagram of the structure of the first elastic element in the relay provided in the embodiments of this application;

[0046] Figure 8 This is a schematic diagram of the structure in the relay where the conductive components and the first contact are separated, provided in an embodiment of this application.

[0047] Figure 9 A schematic diagram of the contact structure between the first conductive element and the first contact in a relay provided in an embodiment of this application;

[0048] Figure 10 A schematic diagram of the contact structure between the shunt and the first contact in a relay provided in an embodiment of this application;

[0049] Figure 11 This is a control flowchart of the control board in the relay provided in the embodiments of this application;

[0050] Figure 12 The current curve of the relay provided in the embodiment of this application.

[0051] Figure label:

[0052] 100 - Relay;

[0053] 110 - First housing; 111 - Stationary contact;

[0054] 120 - Drive assembly; 121 - Motor; 122 - Transmission mechanism;

[0055] 130 - Conductive component; 131 - Shunt; 132 - First conductive element; 133 - Second conductive element;

[0056] 140 - First elastic element; 150 - Second elastic element; 160 - Third elastic element; 170 - Control panel;

[0057] 200 - Control device;

[0058] 210 - Second housing; 220 - Connector; 230 - Front drive connector; 240 - Rear drive connector; 250 - Low voltage connector; 260 - BMS motherboard; 270 - Control components; 280 - Fast charging connector; 290 - Cover;

[0059] 300-Battery Components;

[0060] 400 - Vehicle; 410 - Body;

[0061] X - First direction; Y - Second direction. Detailed Implementation

[0062] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0063] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0064] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0065] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "connected" and "linked" should be interpreted broadly, for example, as a fixed connection, a detachable connection, or an integral connection. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. Furthermore, when describing pipelines, the terms "connected" and "linked" as used in this application have the meaning of establishing electrical connection. The specific meaning needs to be understood in conjunction with the context.

[0066] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0067] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0068] Please see Figures 1-12 This application provides a relay 100, which includes a first housing 110, a driving assembly 120, and a conductive assembly 130. The first housing 110 is provided with a stationary contact 111. The driving assembly 120 is disposed inside the first housing 110. The conductive assembly 130 is connected to the driving assembly 120, and the driving assembly 120 can drive the conductive assembly 130 to move in a first direction X or a second direction Y, so that the conductive assembly 130 switches between a first conductive state and a second conductive state. The first direction X is the direction in which the conductive assembly 130 moves towards... In the direction towards the stationary contact 111, the first direction X is opposite to the second direction Y; the conductive component 130 includes a shunt 131 and a first conductive element 132 electrically connected to the shunt 131. The height of the first conductive element 132 is higher than the height of the shunt 131. In the first conductive state, the first conductive element 132 is in contact with the stationary contact 111 and conducting electricity, while the shunt 131 is spaced apart from the stationary contact 111. In the second conductive state, the first conductive element 132 is in contact with the stationary contact 111 and conducting electricity, while the shunt 131 is in contact with the stationary contact 111 and conducting electricity.

[0069] It should be noted that this application uses the shunt 131 as a reference, and the direction in which the shunt 131 extends towards the stationary contact 111 is the direction of height extension. Specifically, in the first conductive state, the first conductive element 132 is in contact with the stationary contact 111 for conduction, and the shunt 131 is spaced apart from the stationary contact 111. Current is pre-conducted through the first conductive element 132, which can prevent the relay 100 from being damaged by excessive current when it is turned on, thereby improving the service life of the relay 100.

[0070] In the second conductive state, the first conductive element 132 conducts electricity in contact with the stationary contact 111, and the shunt 131 conducts electricity in contact with the stationary contact 111. At this time, the shunt 131 and the stationary contact 111 constitute the main current path, enabling the circuit to carry the maximum operating current and achieve normal power supply for the entire vehicle 400.

[0071] The shunt 131 is located inside the first housing 110, eliminating the need for a separate housing and external wiring space for the shunt 131. This significantly reduces the overall space ratio of the shunt 131 and the relay 100, thereby improving the integration of the relay 100.

[0072] In some embodiments, the conductive component 130 further includes a second conductive element 133, which is electrically connected to the shunt 131. The second conductive element 133 is spaced apart from the first conductive element 132, and the height of the first conductive element 132 is higher than the height of the second conductive element 133. The height of the second conductive element 133 is higher than the height of the shunt 131, so as to switch between a first conductive state and a third conductive state, and between the third conductive state and the second conductive state. The third conductive state is when the first conductive element 132 is in a static state. In the first conductive state, contact 111 is in contact with the stationary contact 111 and conducts electricity. The second conductive element 133 is in contact with the stationary contact 111 and conducts electricity. The shunt 131 is spaced apart from the stationary contact 111. In the second conductive state, the first conductive element 132 is in contact with the stationary contact 111 and conducts electricity. The second conductive element 133 is in contact with the stationary contact 111 and conducts electricity. The shunt 131 is in contact with the stationary contact 111 and conducts electricity. In the first conductive state, the first conductive element 132 is in contact with the stationary contact 111 and conducts electricity. The second conductive element 133 is spaced apart from the stationary contact 111. The shunt 131 is spaced apart from the stationary contact 111.

[0073] It should be noted that the relay 100 may include only the first conductive element 132, or the relay 100 may include both the first conductive element 132 and the second conductive element 133. This application is illustrated by way of example, where the relay 100 includes both the first conductive element 132 and the second conductive element 133.

[0074] Specifically, by providing a second conductive element 133 on the shunt 131, in the first conductive state, the drive assembly 120 can drive the first conductive element 132 to move toward the stationary contact 111 and make the first conductive element 132 contact and conduct electricity with the stationary contact 111. At this time, the first conductive element 132 is in contact with the stationary contact 111 and conducts electricity, the second conductive element 133 is spaced apart from the stationary contact 111, and the shunt 131 is spaced apart from the stationary contact 111.

[0075] In the third conductive state, the driving component 120 continues to drive the first conductive element 132 to move. The first conductive component 130 and the stationary contact 111 remain in contact and conduct electricity. The second conductive component 130 and the stationary contact 111 are in contact and conduct electricity. At this time, the second conductive element 133 becomes the current path, realizing a smooth transition of gradually increasing current.

[0076] In the second conductive state, the drive assembly 120 drives the first conductive element 132, the second conductive element 133 and the shunt 131 to make contact with the stationary contact 111 to conduct electricity. The shunt 131, the first conductive element 132 and the second conductive element 133 simultaneously make contact with the stationary contact 111 to form a parallel path, so that the circuit can pass the maximum operating current and realize the normal power supply of the entire vehicle 400.

[0077] In some examples, the heights of the first conductive element 132, the second conductive element 133, and the shunt 131 are arranged in descending order, thereby enabling the conductive component 130 to switch between different conductive states.

[0078] In some examples, there are two stationary contacts 111, two first conductive elements 132, and two second conductive elements 133. The two stationary contacts 111 are symmetrically arranged on the first housing 110. One first conductive element 132 and one second conductive element 133 can correspond to one stationary contact 111, which helps to balance the electrical connection, extend service life, and reduce the risk of short circuits. In other examples, there may be one stationary contact 111, one first conductive element 132, and one second conductive element 133, or other numbers, such as three, four, five, etc.

[0079] In some examples, the first housing 110 is rectangular in shape, while in other examples, the first housing 110 may also be circular, prismatic, or other shapes.

[0080] In some examples, the first conductive element 132 and the second conductive element 133 can both be block structures, columnar structures, etc.

[0081] In some examples, the materials of the first conductive element 132 and the second conductive element 133 can be conductive metals, such as copper, aluminum, etc.

[0082] In some embodiments, the resistance value of the first conductive element 132 is greater than the resistance value of the second conductive element 133.

[0083] Specifically, the first conductive element 132 conducts electricity in contact with the stationary contact 111. Since the resistance of the first conductive element 132 is greater than the resistance of the second conductive element 133, when the voltage is constant, the greater the resistance, the smaller the current. Therefore, it can limit the current passing through the relay 100, avoid large currents from impacting the relay 100, and play a role in protecting the relay 100.

[0084] When the drive assembly 120 drives the conductive assembly 130 to continue moving towards the stationary contact 111, the second conductive element 133 contacts and conducts electricity with the stationary contact 111, and the first conductive element 132 also contacts the stationary contact 111, while the shunt 131 separates from the stationary contact 111. Since the resistance of the second conductive element 133 is less than the resistance of the first conductive element 132, the second conductive element 133 can provide a larger current path, allowing the circuit to gradually enter normal operating condition. This achieves a smooth transition from the pre-charge stage to normal operation, thus preventing excessive current from damaging the relay 100 when it is turned on, and improving the service life of the relay 100.

[0085] In some embodiments, the resistance of the first conductive element 132 is a ceramic resistor or an alloy resistor. Specifically, the ceramic matrix of the ceramic resistor has insulating and high-temperature resistant properties. The metal alloy material of the alloy resistor has high hardness and stronger resistance to mechanical wear, which can extend the contact life between the first conductive element 132 and the stationary contact 111.

[0086] In other examples, the resistor can also be a metal foil resistor, a metal oxide film resistor, or a wire-wound resistor.

[0087] In some examples, the surface of the first conductive element 132 is plated with a high-resistivity material, such as nickel-phosphorus alloy or tin oxide, to increase the resistance of the first conductive element 132.

[0088] In some examples, the surface of the first conductive element 132 may also be coated with a high-resistance insulating varnish, such as enamel varnish. Details are omitted here, as long as the resistance of the first conductive element 132 is greater than the resistance of the second conductive element 133.

[0089] In some embodiments, the conductive component 130 further includes a first elastic element 140, which is connected to the first conductive element 132 and the shunt 131 respectively. The first conductive element 132 is capable of moving relative to the shunt 131 in the second direction Y.

[0090] Specifically, when the drive assembly 120 drives the first conductive element 132 to move toward the stationary contact 111, the first elastic element 140 is disposed between the first conductive element 132 and the shunt 131. As the drive assembly 120 moves synchronously toward the stationary contact 111, at the instant the first conductive element 132 contacts the stationary contact 111, the first elastic element 140 can absorb the impact force between the first conductive element 132 and the stationary contact 111, further improving the arc extinguishing capability of the relay 100.

[0091] In some examples, the first elastic element 140 has a sheet-like structure. The shunt 131 and the first conductive element 132 are respectively disposed on the surface of the first elastic element 140 facing the stationary contact 111. The driving assembly 120 drives the shunt 131 and the first conductive element 132 to move synchronously toward the stationary contact 111. The first elastic element 140 can apply a force toward the stationary contact 111 to the first conductive element 132 so that the first conductive element 132 contacts the stationary contact 111 first, and then the second conductive element 133 contacts the stationary contact 111, thereby gradually increasing the circuit current and improving the service life of the relay 100.

[0092] In other examples, the first elastic element 140 may also be a columnar spring, a rubber element, a silicone element, etc.

[0093] In some other embodiments, a guide groove may be provided on the shunt 131, and the first conductive element 132 passes through the guide groove. There is friction between the first conductive element 132 and the inner wall surface of the guide groove. When the first conductive element 132 and the stationary contact 111 are pressed against each other, the stationary contact 111 will push the first conductive element 132 to move relative to the shunt 131. The first conductive element 132 can maintain a stable position under the friction between the first conductive element 132 and the inner wall surface of the guide groove, and contact the stationary contact 111.

[0094] In some examples, the conductive component 130 also includes a telescopic structure connected between the shunt 131 and the first conductive element 132. The telescopic structure can extend and retract to move the first conductive element 132 relative to the shunt 131 toward or away from the stationary contact 111.

[0095] For example, the telescopic mechanism can be a cylinder, an electric actuator, or a hydraulic actuator, etc.

[0096] In some embodiments, the relay 100 further includes a second elastic element 150, which is connected to the second conductive element 133 and the shunt 131 respectively. The second conductive element 133 is capable of moving relative to the shunt 131 in a second direction Y.

[0097] Specifically, when switching from the third conductive state to the second conductive state, the elastic force of the second elastic element 150 can keep the second conductive element 133 in contact with the stationary contact 111, while the shunt 131 is brought into contact with the stationary contact 111 under the drive of the drive component 120, so as to ensure that the circuit is not interrupted during the switching process between the second conductive state and the third conductive state and to achieve a smooth current transition.

[0098] In some examples, the connection between the second elastic element 150 and the shunt 131 and the second conductive element 133 can be the same as the connection between the first elastic element 140 and the first conductive element 132 and the shunt 131 in any of the above embodiments, and will not be described in detail here. In other examples, the connection between the second elastic element 150 and the shunt 131 and the second conductive element 133 can be different from the connection between the first elastic element 140 and the first conductive element 132 and the shunt 131 in any of the above embodiments, and this application does not specifically limit this.

[0099] In some embodiments, the relay 100 further includes a control board 170, which is electrically connected to the shunt 131. The control board 170 acquires a first current between the shunt 131 and the stationary contact 111. When the first current is greater than a first preset current value, the control board 170 controls the drive assembly 120 to separate the shunt 131 and the stationary contact 111.

[0100] Specifically, the control board 170 monitors the current changes in the shunt 131 by acquiring the current between the shunt 131 and the stationary contact 111 in real time. When an abnormality occurs in the shunt 131 causing the first current to exceed the first preset current value, such as a short circuit or capacitor failure, the control board 170 can quickly control the drive assembly 120 to drive the shunt 131 and the stationary contact 111 to separate, thus preventing excessive current from damaging the relay 100.

[0101] like Figure 12 As shown, T1 is the time for relay 100 to identify the circuit current. Td is the time it takes for the first preset current value to reach its maximum. I1 is the threshold value of the first preset current value. Id is the maximum value of the first preset current value. t is the time axis, and I is the current value axis.

[0102] The following describes the workflow of the control board 170 for the relay 100 provided in this application:

[0103] Shunt 131 detects the loop current and feeds it back to control board 170. When the detected current exceeds the fault current threshold, control board 170 actively controls relay 100 to perform a power-off action, that is, controls drive component 120 to drive shunt 131 to switch to the disconnected state. For example, a trigger-type control loop power-off command can be used, so that a disconnect signal will be issued within microseconds after the fault current is detected, realizing the disconnection of the fault loop before the current reaches its maximum. At the same time, relay 100 can also perform a power-off action after receiving a power-off command from BMS, and relay 100 feeds back a cut-off signal to BMS after power-off.

[0104] Upon receiving the power-off command, the drive assembly 120 drives the shunt 131 to separate from the stationary contact 111. At this time, the second conductive element 133 is in contact with the stationary contact 111, and the voltage difference between the shunt 131 and the stationary contact 111 is small, so no large-energy electric arc is generated.

[0105] The drive assembly 120 continues to operate. At this time, the voltage between the second conductive element 133 and the stationary contact 111 is the high-voltage circuit voltage. If a large-energy arc is generated at this time, the arc generation point is mainly between the second conductive element 133 and the stationary contact 111. The location of the arc energy damage is also between the second conductive element 133 and the stationary contact 111. Since the relay 100 mainly carries the overcurrent through the contact position between the contacts of the shunt 131 and the shunt 131, the second conductive element 133 is only used as the arc point. Even if the surface of the second conductive element 133 is damaged by the arc energy, it will not affect the current carrying capacity of the entire relay 100. Therefore, multiple large-current interruptions can be performed.

[0106] In some examples, such as Figure 11 As shown, the BMS motherboard 260 is connected to the control board 170 via power supply lines, control signals, and signal feedback lines. The control board 170 drives the motor 121, and the motor 121 drives the shunt 131.

[0107] In some embodiments, the splitter 131 has an installation space, and the control board 170 is located within the installation space.

[0108] Specifically, the control board 170 is accommodated in the installation space of the shunt 131, eliminating the need to reserve an external installation location for the control board 170 separately. This significantly reduces the overall size of the relay 100, making the relay 100 more compatible with the battery management module of the vehicle 400.

[0109] In some other embodiments, the control board 170 may also be located outside the shunt 131. The control board 170 and the shunt 131 are electrically connected. By separating the control board 170 and the shunt 131, it is easier to troubleshoot and improve the ease of use of the relay 100.

[0110] In some embodiments, the drive assembly 120 includes a motor 121 and a transmission mechanism 122, which are connected in a transmission manner. The transmission mechanism 122 is capable of driving the conductive assembly 130 to move toward or away from the stationary contact 111.

[0111] For example, motor 121 can be a stepper motor.

[0112] Specifically, the motor 121 can precisely control the rotation angle of the rotor and, in conjunction with the transmission mechanism 122, convert the rotational motion into linear movement of the conductive component 130 toward or away from the stationary contact 111. The drive component 120 can achieve precise control of the position of the conductive component 130, ensuring that the first conductive element 132, the second conductive element 133, the shunt 131 and the stationary contact 111 are in contact or separated in different states, thereby improving the working level of the relay 100.

[0113] In some embodiments, the transmission mechanism 122 includes a transmission wheel, the output shaft of the motor 121 is connected to the transmission wheel, and the axes of the output shaft of the motor 121 and the transmission wheel are spaced apart. That is, the output of the motor 121 is eccentrically positioned on the transmission wheel. In this way, when the motor 121 drives the transmission wheel to rotate, different positions on the outer circumferential surface of the transmission wheel contact the conductive component 130, which will push the conductive component 130 to rise and fall.

[0114] In some other examples, the transmission mechanism 122 can also be a crankshaft, with the distributor 131 located above the crankshaft. The motor 121 drives the crankshaft to rotate, thereby causing the distributor 131 to move toward the stationary contact 111, thus enabling the conductive component 130 to switch between different conductive states.

[0115] In some examples, the transmission mechanism 122 can also be a cam. When the motor 121 drives the cam to rotate, different positions on the outer peripheral surface of the cam contact the conductive component 130, which can drive the shunt 131 to move toward the stationary contact 111.

[0116] In other examples, the transmission mechanism 122 is a set of meshing gears. The rotational motion of the motor 121 is transmitted after being reduced or increased in speed by the gears. The rotational motion can be converted into linear motion by the cooperation of the gears and racks, which drives the conductive component 130 to move linearly, thereby improving the transmission accuracy of the transmission mechanism 122.

[0117] In some other examples, the transmission mechanism 122 is a lead screw and nut mechanism, where the motor 121 drives the lead screw to rotate, and the nut that cooperates with the lead screw moves along the lead screw axis, thereby driving the conductive component 130 to move.

[0118] In other examples, the transmission mechanism 122 can also be a belt drive mechanism, a chain drive mechanism, etc.

[0119] In some other embodiments, the drive assembly 120 may also be an electric actuator, a cylinder, etc.

[0120] In some embodiments, the relay 100 further includes a third elastic element 160, which is disposed on the side of the shunt 131 facing the first direction X, and is connected to the shunt 131 and the housing respectively.

[0121] Specifically, when the conductive component 130 and the stationary contact 111 are in the open state, the force of the third elastic element 160 ensures that the conductive component 130 is separated from the stationary contact 111. During the switching process of the relay 100, the third elastic element 160 can also assist the conductive component 130 to quickly reset, thereby improving the response speed and operational stability of the relay 100.

[0122] In some examples, the third elastic element 160 is a helical spring, which provides force for separating the conductive component 130 and the stationary contact 111.

[0123] In some examples, the third elastic element 160 can also be an elastic sheet, a torsion spring, or a leaf spring, etc.

[0124] Secondly, embodiments of this application also provide a control device 200, including a second housing 210 and the aforementioned relay 100, wherein the relay 100 is disposed within the second housing 210.

[0125] Specifically, the relay 100 is housed within the second housing 210. The second housing 210 provides physical protection for the relay 100, isolating it from external environmental interference factors such as dust, moisture, and vibration, which helps maintain the stable working state of the relay 100.

[0126] In some embodiments, the control device 200 further includes a BMS motherboard 260 and a control unit 270. The BMS motherboard 260, as the core control unit, integrates a processor, sampling circuit, protection module, etc., and is responsible for monitoring key parameters such as voltage, current, and temperature of the battery pack, and judging the status of the battery pack based on a preset algorithm.

[0127] The control unit 270 serves as the execution unit between the BMS main board 260 and the relay 100. The input terminal of the control unit 270 is electrically connected to the signal output terminal of the BMS main board via a wire, and receives control commands issued by the BMS main board 260.

[0128] In some embodiments, the control device 200 further includes a front-drive connector 230, a rear-drive connector 240, a low-voltage connector 250, and a fast-charging connector 280. One end of the front-drive connector 230 is connected to the output terminal of the relay 100 via a cable, and the other end of the front-drive connector 230 is used to interface with the front-drive motor controller of the vehicle 400. The front-drive connector 230 integrates high-voltage pins and low-voltage signal pins, transmitting high-voltage power from the battery pack and communicating with the BMS motherboard 260 via low-voltage signals to provide feedback on the operating status of the front-drive system.

[0129] The rear drive connector 240 connects the output of the relay 100 to the rear drive motor controller, and is responsible for delivering high-voltage electrical energy to the rear drive system.

[0130] The fast charging connector 280 is connected to the input terminal of the relay 100, and the pin specifications of the fast charging connector 280 are adapted to the high current output of the fast charging pile.

[0131] The low-voltage connector 250 transmits vehicle status information in real time. When an abnormality in the low-voltage power supply is detected, the control device 200 is automatically triggered to switch to backup power.

[0132] In some embodiments, the control device 200 further includes a cover 290, which is used to seal the opening of the second housing 210, protect the components inside the second housing 210, and improve the service life of the control device 200.

[0133] In some embodiments, the second housing 210 is provided with a guide plate for connecting the control device 200 and the battery pack, preventing misalignment between the control device 200 and the battery pack and causing circuit failure, thereby improving the connection stability between the control device 200 and the battery pack.

[0134] Thirdly, embodiments of this application also provide a battery pack, including a battery assembly 300 and the aforementioned control device 200, wherein the control device 200 is electrically connected to the battery assembly 300 via a connector 220.

[0135] Specifically, the battery pack 300 and the control device 200 are detachably connected, making the replacement, repair, and maintenance of the battery pack 300 more convenient and reducing maintenance and time costs. When a component inside the control device 200 malfunctions, it is not necessary to disassemble the entire battery pack 300, simplifying the repair process, shortening repair time, and significantly improving repair convenience and economy.

[0136] Fourthly, this application embodiment also provides a vehicle 400, including a body 410 and the aforementioned battery pack, the battery pack being disposed within the body 410.

[0137] In some examples, vehicle 400 can be a pure electric vehicle 400, a hybrid electric vehicle 400, a plug-in hybrid electric vehicle 400, a range-extended electric vehicle 400, etc.

[0138] In some embodiments, the control device 200 and the battery assembly 300 are spaced apart, with the battery assembly 300 located at the bottom of the vehicle body 410 and the control device 200 located at the front-wheel drive position, the rear-wheel drive position, or the charging position of the vehicle body 410.

[0139] Specifically, the battery pack 300 is typically installed at the bottom of the vehicle body 410. Moving the control device 200 to the front-wheel drive position, rear-wheel drive position, or charging position of the vehicle body 410 can free up installation space for the battery pack 300 at the bottom of the vehicle body 410, allowing the battery pack 300 to accommodate more battery cell modules within the same bottom dimensions of the vehicle body 410. Since the control device 200 and battery pack 300 are integrated at the bottom of the vehicle body 410, the wiring harness needs to extend from the bottom to the front and rear drive motors, which is typically quite long. Placing the control device 200 at the front or rear can significantly shorten the wiring harness length, reduce the wiring harness routing path within the vehicle body 410, reduce resistance loss and electromagnetic interference risks caused by excessive wiring harness length, and also reduce safety hazards caused by wiring harness wear and aging, thereby improving the stability of the entire vehicle's electrical system.

[0140] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for descriptive purposes only and is not intended to limit the scope of this application. Features described in one embodiment may be applied, alone or in combination with other features, to another embodiment, unless that feature is not applicable in that other embodiment or is otherwise stated.

[0141] The application has been described through the above embodiments; however, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit the application to the described embodiments. Furthermore, those skilled in the art will understand that the application is not limited to the above embodiments, and many more variations and modifications can be made based on the teachings of this application, all of which fall within the scope of protection claimed in this application.

Claims

1. A relay, characterized in that, include: A first housing (110) is provided with a stationary contact (111); A drive assembly (120) is disposed within the first housing (110); A conductive component (130) is connected to the driving component (120). The driving component (120) can drive the conductive component (130) to move in a first direction (X) or a second direction (Y) to switch the conductive component (130) between a first conductive state and a second conductive state. The first direction (X) is the direction in which the conductive component (130) faces the stationary contact (111). The first direction (X) is opposite to the second direction (Y). The conductive component (130) includes a shunt (131) and a first conductive element (132) electrically connected to the shunt (131), wherein the height of the first conductive element (132) is greater than the height of the shunt (131). In the first conductive state, the first conductive element (132) is in contact with the stationary contact (111) and conducting electricity, while the shunt (131) is spaced apart from the stationary contact (111); in the second conductive state, the first conductive element (132) is in contact with the stationary contact (111) and conducting electricity, while the shunt (131) is in contact with the stationary contact (111) and conducting electricity, with the shunt (131) and the stationary contact (111) forming the main current path. A first elastic element (140) is connected to the first conductive element (132) and the shunt (131) respectively. The first conductive element (132) is capable of moving relative to the shunt (131) in the second direction (Y).

2. The relay according to claim 1, characterized in that, The conductive component (130) further includes a second conductive element (133), which is electrically connected to the shunt (131). The second conductive element (133) is spaced apart from the first conductive element (132). The height of the first conductive element (132) is higher than the height of the second conductive element (133), and the height of the second conductive element (133) is higher than the height of the shunt (131), so as to switch between the first conductive state and the third conductive state and between the third conductive state and the second conductive state. The third conductive state is that the first conductive element (132) is in contact with the stationary contact (111) and conducting electricity, the second conductive element (133) is in contact with the stationary contact (111) and conducting electricity, and the shunt (131) is spaced apart from the stationary contact (111); The second conductive state is that the first conductive element (132) is in contact with the stationary contact (111) and conducting electricity, the second conductive element (133) is in contact with the stationary contact (111) and conducting electricity, and the shunt (131) is in contact with the stationary contact (111) and conducting electricity. The first conductive state is that the first conductive element (132) is in contact with the stationary contact (111) and conducting electricity, the second conductive element (133) is spaced apart from the stationary contact (111), and the shunt (131) is spaced apart from the stationary contact (111).

3. The relay according to claim 2, characterized in that, The resistance value of the first conductive element (132) is greater than the resistance value of the second conductive element (133).

4. The relay according to claim 3, characterized in that, The resistance of the first conductive element (132) is a ceramic resistor or an alloy resistor.

5. The relay according to claim 2, characterized in that, It also includes a second elastic element (150), which is connected to the second conductive element (133) and the shunt (131) respectively. The second conductive element (133) is capable of moving relative to the shunt (131) in the second direction (Y).

6. The relay according to any one of claims 1-4, characterized in that, It also includes a control board (170), which is electrically connected to the shunt (131). In the first conductive state, the control board (170) acquires the first current between the shunt (131) and the stationary contact (111); When the first current is greater than the first preset current value, the control board (170) controls the drive assembly (120) to separate the shunt (131) and the stationary contact (111).

7. The relay according to claim 1, characterized in that, It also includes a third elastic element (160), which is disposed on the side of the diverter (131) facing the first direction (X), and the third elastic element (160) is connected to the diverter (131) and the housing respectively.

8. A control device, characterized in that, It includes a second housing (210) and a relay (100) as claimed in any one of claims 1-7, the relay (100) being disposed within the second housing (210).

9. A battery pack, characterized in that, It includes a battery assembly (300) and a control device (200) as described in claim 8, wherein the control device (200) is electrically connected to the battery assembly (300).

10. A vehicle, characterized in that, The vehicle includes a body (410) and a battery pack as described in claim 9, the battery pack being disposed within the body (410).

11. The vehicle according to claim 10, characterized in that, The control device (200) and the battery assembly (300) are spaced apart. The battery assembly (300) is located at the bottom of the vehicle body (410). The control device (200) is located at the front-wheel drive position, the rear-wheel drive position, or the charging position of the vehicle body (410).

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