Storage battery power-off device for vehicle test and vehicle

Abstract

The utility model provides a storage battery power-off device for vehicle testing and a vehicle, and relates to the technical field of vehicle testing, the storage battery power-off device for vehicle testing is used for a to-be-tested vehicle, the to-be-tested vehicle comprises a storage battery and a power utilization module, and a first terminal of the storage battery is electrically connected with a first terminal of the power utilization module; the storage battery power-off device for the vehicle test comprises a relay assembly and a switch module, a working circuit of the relay assembly is connected in series between a second wiring end of the storage battery and a second end of the power utilization module, and the switch module is connected in series with a control circuit of the relay assembly. According to the utility model, the cable does not need to be disassembled and assembled at the binding post of the storage battery manually, so that the operation time is saved, the occupation of vehicle test time is reduced, and the test efficiency can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle testing technical field, specifically, relate to a kind of battery power-off device and vehicle for vehicle testing. BACKGROUND

[0002] Battery is an important component of vehicle electrical system, it is often used to provide electrical energy for ignition system, lighting system and other vehicle electrical module, but, in vehicle testing phase, vehicle electrical module can still be in the state of load discharge when vehicle is parked, so that battery continues to consume power, long time goes down to cause battery to be short of power, ultimately affect the subsequent test of vehicle.

[0003] Therefore, in order to prevent battery from being short of power after vehicle is parked for a long time, the test vehicle is parked in the related art, and the cable at the battery terminal is usually manually disassembled to power off the battery. When the vehicle is used again, the battery terminal and the cable need to be reconnected, so that the discharge circuit of the battery is reconnected, and the vehicle can be used normally. However, this battery power-off and power-on method is troublesome to operate, occupies a lot of test time, and affects the test efficiency. SUMMARY

[0004] The problem solved by the utility model is how to reduce the occupation of test time by the battery power-off and power-on process.

[0005] To solve the above problems, the utility model provides a battery power-off device for vehicle testing and a vehicle.

[0006] In the first aspect, the utility model provides a battery power-off device for vehicle testing, which is used for a vehicle to be tested. The vehicle to be tested includes a battery and an electrical module. A first terminal of the battery is electrically connected to a first end of the electrical module. The battery power-off device for vehicle testing includes a relay assembly and a switch module. A working circuit of the relay assembly is connected in series between a second terminal of the battery and a second end of the electrical module. The switch module is connected in series with a control circuit of the relay assembly.

[0007] Optionally, the relay assembly includes a first relay and a second relay. The first relay includes a first contact and a first coil. The first contact is electrically connected between the second terminal of the battery and the second end of the electrical module. The second relay includes a second contact and a second coil. The second contact is connected in series with the first coil. The switch module is connected in series with the second coil.

[0008] Optionally, the second contact and the first coil are electrically connected between the first terminal and the second terminal of the battery, and the switch module and the second coil are electrically connected between the first terminal and the second terminal of the battery.

[0009] Optionally, the first lead wire, the second lead wire and the third lead wire are further included; the first lead wire is electrically connected between the second terminal of the battery and the second end of the power module, and the first contact is arranged on the first lead wire; the second lead wire is electrically connected between the first terminal and the second terminal of the battery, and the first coil and the second contact are arranged on the second lead wire; the third lead wire is electrically connected between the first terminal and the second terminal of the battery, and the switch module and the second coil are arranged on the third lead wire.

[0010] Optionally, the diameter of the first lead wire is greater than the diameters of the second lead wire and the third lead wire, or the diameter of the second lead wire is smaller than the diameter of the first lead wire and greater than the diameter of the third lead wire.

[0011] Optionally, the first contact is a normally open contact, and the second contact is a normally open contact.

[0012] Optionally, the indication module is further included, and two ends of the indication module are electrically connected to the first end and the second end of the power module, respectively.

[0013] Optionally, the first terminal of the battery is a negative electrode, and the second terminal of the battery is a positive electrode.

[0014] In the second aspect, the utility model provides a kind of vehicle, including the battery power-off device for vehicle test as described above.

[0015] Optionally, the switch module of the battery power-off device for vehicle test is arranged in the cab of the vehicle or outside the vehicle.

[0016] The beneficial effects of this utility model's battery power-off device for vehicle testing are as follows: By connecting the working circuit of the relay assembly in series between the second terminal of the battery and the second terminal of the power module, and simultaneously connecting the switch module in series with the control circuit of the relay assembly, when the switch module is operated to control its closing or opening, the control circuit of the relay assembly connected in series with it will immediately switch on and off, thereby causing the working circuit of the relay assembly to switch on and off, ultimately achieving power-on / off control of the battery. This eliminates the need for manual disconnection and reconnection of the cable to the battery terminals, saving operation time, reducing the time spent on vehicle testing, and improving testing efficiency. Furthermore, if... The current solution involves directly disconnecting the cable connected to the terminal block to cut off power. However, subsequent testing requires reconnecting the cable to the terminal block, increasing the number of connections. Frequent connections can generate electrical sparks, leading to abnormal wear and tear on the terminal block material. This solution, which eliminates the need to disconnect the cable at the terminal block, reduces the number of connections, thereby minimizing material wear and extending battery life. Furthermore, this solution indirectly controls the battery's power supply via a switch module and relay assembly, avoiding direct switching operations on the main series circuit between the battery and the power module, thus improving the safety of power-on / off operations. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the vehicle testing battery power-off device in the power-off state according to an embodiment of this utility model;

[0018] Figure 2 This is a schematic diagram of the battery disconnection device for vehicle testing in the energized state according to an embodiment of this utility model;

[0019] Figure 3 This is a schematic diagram of the structure of the first relay in an embodiment of the present invention;

[0020] Figure 4 This is a schematic diagram of the structure of the second relay in an embodiment of the present invention.

[0021] Explanation of reference numerals in the attached figures:

[0022] 10. Battery power-off device for vehicle testing; 11. First relay; 111. First contact; 112. First coil; 113. First housing; 12. Second relay; 121. Second contact; 122. Second coil; 123. Second housing; 13. Switch module; 14. First wire; 15. Second wire; 16. Third wire; 17. Indicator module; 20. Battery; 21. First terminal; 22. Second terminal; 30. Power module. Detailed Implementation

[0023] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.

[0024] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0025] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0026] This invention provides a battery disconnection device and vehicle for vehicle testing, thereby reducing the time occupied by the battery connection and disconnection process during testing. Detailed description follows with specific embodiments.

[0027] like Figure 1 As shown in the figure, an embodiment of the present invention provides a battery power-off device 10 for vehicle testing, used in a vehicle under test. The vehicle under test includes a battery 20 and a power module 30. The first terminal 21 of the battery 20 is electrically connected to the first terminal of the power module 30. The battery power-off device 10 includes a relay assembly and a switch module 13. The working circuit of the relay assembly is connected in series between the second terminal 22 of the battery 20 and the second terminal of the power module 30. The switch module 13 is connected in series with the control circuit of the relay assembly.

[0028] It should be noted that the first terminal 21 and the second terminal 22 are the positive and negative terminals of the battery 20, respectively. For example, the first terminal 21 is the positive terminal and the second terminal 22 is the negative terminal, or the first terminal 21 is the negative terminal and the second terminal 22 is the positive terminal. No restrictions are imposed here. It should also be noted that the relay assembly, as a control switch assembly, may include one or more electromagnetic relays. For example, when there is one relay, the relay's operating circuit (i.e., the contact switch of the electromagnetic relay) can be connected in series between the second terminal 22 of the battery 20 and the second terminal of the power module 30, and its control circuit (i.e., the coil of the electromagnetic relay) can be connected in series with the switch module 13. By closing or opening the switch module 13, the contact switch of the relay is closed, thereby controlling the on / off state of the series circuit between the battery 20 and the power module 30. For example, when there are multiple relays, the multiple relays can be connected in sequence. The operating circuit of the first relay can be connected in series between the second terminal 22 of the battery 20 and the second terminal of the power module 30, and the operating circuit of the next relay can be connected in series with the control circuit of the first relay, so that the next relay controls the previous relay, and so on. The control circuit of the last relay can be connected in series with the switch module 13. Thus, through the sequential control relationship between the switch module 13 and the multiple relays, the contact switch of the first relay is controlled, thereby controlling the on / off state of the series circuit between the battery 20 and the power module 30.

[0029] In this embodiment, by connecting the working circuit of the relay assembly in series between the second terminal 22 of the battery 20 and the second terminal of the power module 30, and simultaneously connecting the switch module 13 in series with the control circuit of the relay assembly, when the switch module 13 is operated to control its closing or opening, the control circuit of the relay assembly connected in series with it will be switched on and off, thereby causing the working circuit of the relay assembly to be switched on and off, ultimately achieving power control of the battery 20. This eliminates the need for manual disconnection and reconnection of the cable to the battery 20 terminals, saving operation time, reducing the time spent on vehicle testing, and improving testing efficiency. Furthermore, if the power connected to the terminals... Directly disconnecting the cable to cut off power requires reconnecting the cable to the terminal during subsequent testing, increasing the number of connections. Frequent connections can generate electrical sparks, leading to abnormal wear on the terminal material. This solution, however, eliminates the need to disconnect the cable at the terminal, reducing the number of connections and thus minimizing material wear and extending the battery 20's lifespan. Furthermore, this solution indirectly controls the battery 20's power supply via the switch module 13 and relay assembly, avoiding direct switching operations on the main series circuit between the battery 20 and the power module 30, thus improving safety during power-on / off operations.

[0030] Optionally, such as Figure 1As shown, the relay assembly includes a first relay 11 and a second relay 12; the first relay 11 includes a first contact 111 (forming the working circuit of the first relay) and a first coil 112 (forming the control circuit of the first relay), the first contact 111 being electrically connected between the second terminal 22 of the storage battery 20 and the second terminal of the power module 30; the second relay 12 includes a second contact 121 (forming the working circuit of the second relay) and a second coil 122 (forming the control circuit of the second relay), the second contact 121 being connected in series with the first coil 112; the switch module 13 being connected in series with the second coil 122.

[0031] Specifically, both the first contact 111 and the second contact 121 may include two pins respectively connected to the positive and negative terminals of the power supply and a movable armature. Both the first coil 112 and the second coil 122 may contain an iron core. When the coils are energized, the generated magnetic field attracts the armature, causing it to move and thus changing the state of the corresponding contact. Furthermore, the first contact 111 and the second contact 121 can be normally closed or normally open contacts. For example, if both the first contact 111 and the second contact 121 are normally open contacts, and the battery 20 needs to be disconnected, such as... Figure 1 As shown, the switch module 13 can be disconnected. Disconnecting the switch module 13 will de-energize the circuit of the second coil 122 connected in series with it. De-energizing the second coil 122 will cause the magnetic field to disappear, thus changing the second contact 121 from a closed state to an open state. The opening of the second contact 121 will de-energize the first coil 112 connected in series with it. De-energizing the first coil 112 will cause the magnetic field to disappear, thus changing the first contact 111 from a closed state to an open state. Ultimately, this will disconnect the power supply from the battery 20 to the power module 30. When power from the battery 20 is needed, such as... Figure 2 As shown, the switch module 13 can be closed. When the switch module 13 is closed, the circuit of the second coil 122 will be energized. When the second coil 122 is energized, it will generate a magnetic force, thereby causing the second contact 121 to change from the open state to the closed state. When the second contact 121 is closed, the first coil 112 will be energized. When the first coil 112 is energized, it will generate a magnetic force, thereby causing the first contact 111 to change from the open state to the closed state, and finally restoring the power supply from the battery 20 to the power module 30.

[0032] In this optional embodiment, since the first terminal 21 of the battery 20 is electrically connected to the first terminal of the power module 30, and the first contact 111 is electrically connected between the second terminal 22 of the battery 20 and the second terminal of the power module 30, the battery 20, the power module 30 and the first contact 111 can be connected in sequence to form a closed circuit. At the same time, since the second contact 121 is connected in series with the first coil 112, the first coil 112 can be energized or de-energized through the second contact 121. In addition, since the switch module 13 is connected in series with the second coil 122, the second coil 122 can be energized or de-energized through the switch module 13. Therefore, when it is necessary to control the power supply to the battery 20, the first contact 111 can be indirectly controlled via the second coil 122, the second contact 121, and the first coil 112 by operating the switch module 13. This controls the connection and disconnection of the closed circuit formed by the battery 20, the power module 30, and the first contact 111, ultimately achieving power supply control to the battery 20. There is no need to manually disconnect the cable from the battery 20 terminals, saving operation time, reducing the time spent on vehicle testing, improving testing efficiency, and reducing the number of cable-terminal connections, thus reducing terminal material wear and extending the battery 20's lifespan. Furthermore, this solution indirectly controls the connection and disconnection of the closed circuit formed by the battery 20, the power module 30, and the first contact 111 via the switch module 13, the first relay 11, and the second relay 12, avoiding direct switching operations on the closed circuit and improving the safety of power supply operations.

[0033] Optionally, such as Figure 1 As shown, the second contact 121 is electrically connected to the first coil 112 between the first terminal 21 and the second terminal 22 of the battery 20, and the switch module 13 is electrically connected to the second coil 122 between the first terminal 21 and the second terminal 22 of the battery 20.

[0034] In this optional embodiment, by electrically connecting the second contact 121 and the first coil 112 between the first terminal 21 and the second terminal 22 of the battery 20, that is, the circuit of the second contact 121 and the first coil 112 uses the battery 20 as the power source, and by electrically connecting the switch module 13 and the second coil 122 between the first terminal 21 and the second terminal 22 of the battery 20, that is, the circuit of the switch module 13 and the second coil 122 also uses the battery 20 as the power source, so that there is no need to configure separate power sources for the second contact 121 and the first coil 112, and for the switch module 13 and the second coil 122. This not only saves costs, but also simplifies the circuit design of this battery 20 power-off device.

[0035] Optionally, such as Figure 1As shown, the vehicle test battery power-off device 10 further includes a first wire 14, a second wire 15, and a third wire 16; the first wire 14 is electrically connected between the second terminal 22 of the battery 20 and the second terminal of the power module 30, and the first contact 111 is located on the first wire 14; the second wire 15 is electrically connected between the first terminal 21 and the second terminal 22 of the battery 20, and the second contact 121 and the first coil 112 are both located on the second wire 15; the third wire 16 is electrically connected between the first terminal 21 and the second terminal 22 of the battery 20, and the switch module 13 and the second coil 122 are located on the third wire 16.

[0036] In this optional embodiment, by electrically connecting the first wire 14 between the second terminal 22 of the battery 20 and the second terminal of the power module 30, the first contact 111 is disposed on the first wire 14, thereby the first contact 111 can be electrically connected between the second terminal 22 of the battery 20 and the second terminal of the power module 30 via the first wire 14; by electrically connecting the second wire 15 between the first terminal 21 and the second terminal 22 of the battery 20, the second contact 121 and the first coil 112 are both disposed on the second wire 15. The second contact 121 and the first coil 112 are electrically connected between the first terminal 21 and the second terminal 22 of the battery 20 via the second wire 15; the switch module 13 and the second coil 122 are disposed on the third wire 16, thereby the switch module 13 and the second coil 122 are electrically connected between the first terminal 21 and the second terminal 22 of the battery 20 via the third wire 16.

[0037] Optionally, such as Figure 1 As shown, the diameter of the first conductor 14 is greater than the diameters of the second conductor 15 and the third conductor 16, or the diameter of the second conductor 15 is less than the diameter of the first conductor 14 but greater than the diameter of the third conductor 16.

[0038] In this optional embodiment, it is understood that the smaller the wire diameter, the greater its resistance, and thus the smaller the current when the voltage remains constant. By making the wire diameter of the first wire 14 larger than that of the second wire 15 and the third wire 16, that is, the current in the circuit containing the first wire 14 will be greater than the current in the circuit containing the second wire 15 and the third wire 16, it can be ensured that the current at the switch module 13 is less than the current at the first contact 111, thereby achieving "small current controlling large current" and improving the safety of power-on and power-off operations. Similarly, by making the wire diameter of the second wire 15 smaller than that of the first wire 14 and larger than that of the third wire 16, that is, the current in the circuits containing the first wire 14, the second wire 15 and the third wire 16 will decrease sequentially, thereby ensuring that the current at the switch module 13 is much smaller than the current at the first contact 111, achieving "small current controlling large current" and improving the safety of power-on and power-off operations.

[0039] Of course, in other embodiments, the above-mentioned scheme of "the diameter of the first conductor 14 is greater than the diameter of the second conductor 15 and the third conductor 16, or the diameter of the second conductor 15 is less than the diameter of the first conductor 14 and greater than the diameter of the third conductor 16" can also be replaced by adding resistors with different resistance values. Specifically, the first conductor 14 is provided with a first resistor, the second conductor 15 is provided with a second resistor, and the third conductor 16 is provided with a third resistor; the resistance value of the first resistor is less than the resistance values ​​of the second resistor and the third resistor, or the resistance value of the second resistor is greater than the resistance value of the first resistor and less than the resistance value of the third resistor.

[0040] In this optional embodiment, by making the resistance value of the first resistor less than the resistance values ​​of the second and third resistors, that is, the current in the circuit where the first wire 14 is located will be greater than the current in the circuit where the second wire 15 is located and the current in the circuit where the third wire 16 is located, it can be ensured that the current at the switch module 13 is less than the current at the first contact 111, thereby achieving "small current controlling large current" and improving the safety of power-on and power-off operations. Similarly, by making the resistance value of the second resistor greater than the resistance value of the first resistor and less than the resistance value of the third resistor, that is, the current in the circuits where the first wire 14, the second wire 15, and the third wire 16 are located will decrease sequentially, thereby ensuring that the current at the switch module 13 is much less than the current at the first contact 111, achieving "small current controlling large current" and improving the safety of power-on and power-off operations.

[0041] Optionally, such as Figure 1 As shown, the first contact 111 is a normally open contact, and the second contact 121 is a normally open contact.

[0042] In this optional embodiment, by setting the first contact 111 as a normally open contact and the second contact 121 as a normally open contact, both the first contact 111 and the second contact 121 will only close when the circuit of the corresponding coil is energized. Therefore, when the first contact 111 is open, the circuit where the second contact 121 and the first coil 112 are located, and the circuit where the switch module 13 and the second coil 122 are located are all de-energized. This ensures that the two circuits will not consume power abnormally after the battery 20 is de-energized, which helps to prevent the battery 20 from running out of power.

[0043] Optionally, such as Figure 1 As shown, the vehicle test battery power-off device 10 also includes an indicator module 17, the two ends of which are electrically connected to the first and second ends of the power module 30, respectively.

[0044] Specifically, the indicator module 17 can be an indicator light.

[0045] In this optional embodiment, by electrically connecting the two ends of the indicator module 17 to the first and second ends of the power module 30 respectively, the indicator module 17 can monitor in real time whether the power module 30 is de-energized, thereby indirectly determining whether the battery 20 is de-energized, thus avoiding forgetting to disconnect the battery 20 when parking for a long time.

[0046] Optionally, such as Figure 1 As shown, the first terminal 21 of the battery 20 is the negative terminal, and the second terminal 22 of the battery 20 is the positive terminal.

[0047] In this optional embodiment, it is understood that if the power module 30 is directly connected to the positive terminal of the battery 20, and the first contact 111 is directly connected to the negative terminal of the battery 20, the power module 30 will still have voltage when the first contact 111 is disconnected because it is connected to the positive terminal of the battery 20, which may pose a risk of electric shock. However, this solution sets the first terminal 21 of the battery 20 as the negative terminal and the second terminal 22 of the battery 20 as the positive terminal. That is, the power module 30 is directly connected to the negative terminal of the battery 20, while the first contact 111 is directly connected to the positive terminal of the battery 20. Therefore, when the first contact 111 is disconnected, the power module 30 is also disconnected from the positive terminal of the battery 20, and there will be no voltage, thereby avoiding the risk of electric shock.

[0048] Optionally, the switch module 13 is a manual switch or an electronically controlled switch.

[0049] In this optional embodiment, the switch module 13 can be selected as a manual switch or an electronic switch. The manual switch has a simple structure, does not require complex electronic components, is not easily affected by electromagnetic interference, and is more reliable in use. The electronic switch can be remotely controlled through the network, wireless communication or other means, and is more flexible in control than the manual switch.

[0050] Optionally, such as Figure 3 As shown, the first relay 11 may further include a first housing 113, a first contact 111 and a first coil 112 disposed within the first housing 113, and the first housing 113 is provided with pins R1, R2, R3 and R4. Pins R1 and R2 can be connected to the two ends of the first contact 111 respectively, and pins R1 and R2 are respectively connected to the second terminal 22 of the storage battery 20 and the second end of the power module 30, so that the first contact 111 can be electrically connected to the second terminal 22 of the storage battery 20 and the second end of the power module 30 through pins R1 and R2. Pins R3 and R4 can be connected to the two ends of the first coil 112 respectively, and pins R3 and R4 are respectively connected to the second terminal 22 of the storage battery 20 and the second contact 121, so that the second contact 121 can be connected to the second terminal 22 of the storage battery 20 and the second contact 121 through pins R3 and R4 respectively.

[0051] Optionally, such as Figure 4 As shown, the second relay 12 may further include a second housing 123, with the second contact 121 and the second coil 122 disposed within the second housing 123. The second housing 123 is provided with pins r1, r2, r3, and r4. Pins r1 and r2 can be connected to the two ends of the second contact 121 respectively, and pins r2 and r1 are respectively connected to the first coil 112 and the first terminal 21 of the battery 20, so that the second contact 121 can be electrically connected to the first coil 112 and the first terminal 21 of the battery 20 through pins r1 and r2. Pins r3 and r4 can be connected to the two ends of the second coil 122 respectively, and pins r3 and r4 are respectively connected to the second terminal 22 of the battery 20 and the switch module 13, so that the second coil 122 can be connected to the second terminal 22 of the battery 20 and the switch module 13 through pins r3 and r4 respectively.

[0052] This utility model provides a vehicle including the vehicle testing battery power-off device described above.

[0053] It should be noted that the vehicle may be in the testing phase.

[0054] In this embodiment, since the vehicle includes the aforementioned vehicle test battery power-off device, it possesses all the beneficial effects brought about by all embodiments of the aforementioned vehicle test battery power-off device, which will not be elaborated here.

[0055] Optionally, the switch module 13 of the vehicle test battery disconnect device is located in the driver's cab of the vehicle or outside the vehicle.

[0056] In this optional embodiment, it is understood that in a vehicle, the battery 20 is typically located in the front engine compartment. Therefore, in related technologies, disconnecting the battery 20 by disconnecting the cable at the terminal block often requires opening the front engine compartment cover, which is cumbersome and can easily lead to water ingress. Therefore, this solution, by placing the switch module 13 inside the vehicle's driver's compartment, eliminates the need to open the front engine compartment cover when operating the switch module 13, further simplifying the operation, improving efficiency, and preventing water ingress into the front engine compartment. Furthermore, it is understood that if the vehicle is undergoing a full-vehicle corrosion test, opening all four doors and two covers (four doors, front engine compartment cover, and trunk cover) can damage the salt spray film adhering to the vehicle surface, affecting the accuracy of the corrosion test results. Therefore, this solution, by placing the switch module 13 outside the vehicle, eliminates the need to open all four doors and two covers when operating the switch module 13, preventing damage to the salt spray film on the vehicle surface and ensuring the accuracy of the corrosion test results.

[0057] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. A battery disconnection device for vehicle testing, characterized in that, For use in a vehicle under test, the vehicle under test includes a battery (20) and a power module (30), the first terminal (21) of the battery (20) is electrically connected to the first terminal of the power module (30); the battery power-off device for vehicle testing includes a relay assembly and a switch module (13), the working circuit of the relay assembly is connected in series between the second terminal (22) of the battery (20) and the second terminal of the power module (30), and the switch module (13) is connected in series with the control circuit of the relay assembly.

2. The battery disconnection device for vehicle testing according to claim 1, characterized in that, The relay assembly includes a first relay (11) and a second relay (12); the first relay (11) includes a first contact (111) and a first coil (112), the first contact (111) being electrically connected between the second terminal (22) of the battery (20) and the second terminal of the power module (30); the second relay (12) includes a second contact (121) and a second coil (122), the second contact (121) being connected in series with the first coil (112); the switch module (13) is connected in series with the second coil (122).

3. The battery disconnection device for vehicle testing according to claim 2, characterized in that, The second contact (121) is electrically connected to the first coil (112) between the first terminal (21) and the second terminal (22) of the battery (20), and the switch module (13) is electrically connected to the second coil (122) between the first terminal (21) and the second terminal (22) of the battery (20).

4. The battery disconnection device for vehicle testing according to claim 3, characterized in that, It also includes a first wire (14), a second wire (15), and a third wire (16); the first wire (14) is electrically connected between the second terminal (22) of the storage battery (20) and the second terminal of the power module (30), and the first contact (111) is located on the first wire (14); the second wire (15) is electrically connected between the first terminal (21) and the second terminal (22) of the storage battery (20), and the second contact (121) and the first coil (112) are both located on the second wire (15); the third wire (16) is electrically connected between the first terminal (21) and the second terminal (22) of the storage battery (20), and the switch module (13) and the second coil (122) are located on the third wire (16).

5. The battery disconnection device for vehicle testing according to claim 4, characterized in that, The diameter of the first conductor (14) is greater than the diameter of the second conductor (15) and the third conductor (16), or the diameter of the second conductor (15) is less than the diameter of the first conductor (14) and greater than the diameter of the third conductor (16).

6. The battery disconnection device for vehicle testing according to claim 2, characterized in that, The first contact (111) is a normally open contact, and the second contact (121) is a normally open contact.

7. The battery disconnection device for vehicle testing according to claim 1, characterized in that, It also includes an indicator module (17), the two ends of which are electrically connected to the first and second ends of the power module (30), respectively.

8. The battery disconnection device for vehicle testing according to claim 1, characterized in that, The first terminal (21) of the battery (20) is the negative terminal, and the second terminal (22) of the battery (20) is the positive terminal.

9. A vehicle, characterized in that, Includes the battery disconnection device for vehicle testing as described in any one of claims 1-8.

10. The vehicle according to claim 9, characterized in that, The switch module (13) of the vehicle test battery power-off device is located in the driver's cab of the vehicle or on the outside of the vehicle.

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