Vehicle neutralization apparatus

Abstract

To suppress deterioration of stability of a vehicle due to approaching of positive air ions to the vehicle surface.SOLUTION: A vehicle neutralization apparatus includes: conductive terminals 11, 11a, 11b, 12, 12a, 12b disposed on non-conductive parts of a window or a door of a vehicle 1, 1', 1"; and wiring lines 21, 21a, 21b, 22, 22a, 22b by which the terminals are electrically connected to neutralization parts 31, 31a, 31b, 32, 32a, 32b each as a negative pole of a battery of the vehicle or an earth part of the vehicle.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a static eliminator for a vehicle. [Background technology]

[0002] Patent Document 1 describes a method for reducing the positive potential charged on the vehicle body by generating negative air ions using a self-discharging static eliminator in order to prevent positively charged airflow from peeling off from the outer surface of the vehicle body at unintended locations due to the vehicle body being positively charged with static electricity. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2016-124319 A Summary of the Invention [Problem to be solved by the invention]

[0004] On the other hand, the inventors of the present application have discovered that negative charges generated by friction between the wheels and the road surface accumulate on the vehicle surface, and positive air ions in the air are attracted to these negative charges, causing changes in the airflow, resulting in a deterioration in the vehicle's handling stability.

[0005] In view of the above problems, an object of the present invention is to suppress deterioration of vehicle handling stability caused by positive air ions approaching the vehicle surface. [Means for solving the problem]

[0006] The gist of the present disclosure is as follows.

[0007] (1) A vehicle static elimination device comprising a conductive terminal provided on a non-conductive portion of a vehicle window or door, and wiring that connects the terminal to a static elimination section which is the negative terminal of the vehicle's battery or the earth part of the vehicle.

[0008] (2) A static elimination device for a vehicle as described in (1) above, comprising: a switching element arranged on the wiring; a current control unit that uses the switching element to control the electrical connection between the terminal and the static elimination unit; and a turning detection unit that detects the turning direction of the vehicle, wherein the terminal includes a first terminal provided on one side of a vehicle width center line of the vehicle and a second terminal provided on the other side of the vehicle width center line, and the current control unit selects one of the first terminal and the second terminal to be connected to the static elimination unit based on the turning direction of the vehicle.

[0009] (3) The vehicle static elimination device described in (2) above, wherein the current control unit electrically connects the terminal of the first terminal and the second terminal that is provided in the turning direction of the vehicle to the static elimination unit.

[0010] (4) The vehicle static elimination device described in (2) above, wherein the first terminal includes a first front terminal provided in front of the vehicle and a first rear terminal provided in the rear of the vehicle, the second terminal includes a second front terminal provided in front of the vehicle and a second rear terminal provided in the rear of the vehicle, the turning detection unit detects a turning angle of the vehicle, and the current control unit, when the turning angle of the vehicle is less than a predetermined value, causes one of the first terminal and the second terminal provided in the turning direction of the vehicle to be conductive to the static elimination unit, and when the turning angle is equal to or greater than the predetermined value, causes one of the first terminal and the second terminal provided in front of the vehicle in the turning direction and one of the second terminals provided in the rear of the vehicle in the direction opposite to the turning direction to be conductive to the static elimination unit.

[0011] (5) The static elimination device for a vehicle according to any one of (2) to (4) above, wherein the turning detection unit detects the turning direction of the vehicle based on a driving route of the vehicle set by a navigation device of the vehicle or a signal of a turn signal of the vehicle. Effect of the Invention

[0012] According to the present invention, it is possible to suppress deterioration of vehicle handling stability caused by positive air ions approaching the vehicle surface. [Brief description of the drawings]

[0013] [Figure 1] FIG. 1 is a diagram showing a vehicle provided with a static eliminator for a vehicle according to a first embodiment of the present invention. [Diagram 2] FIG. 2 is a diagram showing a vehicle provided with a static eliminator for a vehicle according to a second embodiment of the present invention. [Diagram 3] FIG. 3 is a diagram showing a part of the configuration of a vehicle provided with a static eliminator for a vehicle according to a second embodiment of the present invention. [Figure 4] FIG. 4 is a diagram showing a vehicle provided with a static eliminator for a vehicle according to a third embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description, like components are designated by like reference numerals.

[0015] First Embodiment Hereinafter, a first embodiment of the present invention will be described with reference to Fig. 1. Fig. 1 is a diagram showing a vehicle 1 provided with a vehicle static eliminator according to a first embodiment of the present invention. Fig. 1(a) shows a left side view of the vehicle 1, and Fig. 1(b) shows a right side view of the vehicle 1.

[0016] The vehicle static eliminator includes conductive first and second terminals 11 and 12, a first wiring 21, and a second wiring 22. The first terminal 11 is provided on one side of the vehicle width center line of the vehicle 1, and the second terminal 12 is provided on the other side of the vehicle width center line of the vehicle 1. In this embodiment, the first terminal 11 is provided on the left side of the vehicle 1, and the second terminal 12 is provided on the right side of the vehicle 1.

[0017] The first terminal 11 and the second terminal 12 are each provided at a non-conductive portion of a window of the vehicle 1. In this embodiment, the first terminal 11 is provided at a window on the left front side of the vehicle 1, and the second terminal 12 is provided at a window on the right front side of the vehicle 1. Alternatively, the first terminal 11 may be provided at a window on the left rear side of the vehicle 1, and the second terminal 12 may be provided at a window on the right rear side of the vehicle 1.

[0018] The first wiring 21 electrically connects the first terminal 11 to the first static eliminator 31, and the second wiring 22 electrically connects the second terminal 12 to the second static eliminator 32. In this embodiment, the first static eliminator 31 and the second static eliminator 32 are each an earth portion (earth terminal) of the vehicle 1. Note that the first static eliminator 31 and the second static eliminator 32 may be the same portion of the vehicle 1.

[0019] When the vehicle 1 runs, negative charges are generated due to friction between the wheels and the road surface, and these negative charges pass through the inside of the vehicle 1 and accumulate on the vehicle surface. As a result, positive air ions in the air are attracted to the negative charges on the vehicle surface, causing the airflow on the sides of the vehicle 1 to change, and the handling stability of the vehicle 1 to deteriorate.

[0020] For this reason, in order to suppress deterioration of the handling stability of the vehicle 1, it is desirable to remove the positive air ions approaching the vehicle 1. In contrast, in this embodiment, the first terminal 11 is connected to the first charge removing unit 31 via the first wiring 21, and the second terminal 12 is connected to the second charge removing unit 32 via the second wiring 22. This makes it easier for negative charges generated by friction between the wheel and the road surface to be transmitted from the wheel to the vehicle surface, and promotes neutralization of positive air ions by negative charges on the vehicle surface. Therefore, according to this embodiment, it is possible to suppress deterioration of the handling stability of the vehicle 1 caused by positive air ions approaching the vehicle surface.

[0021] The first static eliminator 31 and the second static eliminator 32 may each be the negative pole of the battery of the vehicle 1. The first terminal 11 and the second terminal 12 may each be provided at a non-conductive portion of a door of the vehicle 1. In this case, the first terminal 11 is provided at a door on the left front side or the left rear side of the vehicle 1, and the second terminal 12 is provided at a door on the right front side or the right rear side of the vehicle 1. A plurality of first terminals 11 may be provided at the windows and doors on the left side of the vehicle 1. Similarly, a plurality of second terminals 12 may be provided at the windows and doors on the right side of the vehicle 1.

[0022] Second Embodiment Fig. 2 is a diagram showing a vehicle 1' provided with a vehicle static eliminator according to a second embodiment of the present invention. Fig. 2(a) shows a left side view of the vehicle 1', and Fig. 2(b) shows a right side view of the vehicle 1'.

[0023] In the second embodiment, the vehicle static eliminator includes a first switching element 41 and a second switching element 42 in addition to the first terminal 11, the second terminal 12, the first wiring 21, and the second wiring 22. The first switching element 41 is disposed on the first wiring 21 and turns on and off the electrical continuity between the first terminal 11 and the first static eliminator 31. That is, when the first switching element 41 is open, the electrical continuity between the first terminal 11 and the first static eliminator 31 is released, and when the first switching element 41 is closed, the electrical continuity between the first terminal 11 and the first static eliminator 31 is established. The first switching element 41 is, for example, a relay.

[0024] The second switching element 42 is disposed on the second wiring 22, and switches on and off the electrical continuity between the second terminal 12 and the second static eliminator 32. That is, when the second switching element 42 is open, the electrical continuity between the second terminal 12 and the second static eliminator 32 is released, and when the second switching element 42 is closed, electrical continuity is established between the second terminal 12 and the second static eliminator 32. The second switching element 42 is formed of, for example, a relay.

[0025] 3 is a diagram showing a part of the configuration of a vehicle 1' provided with a vehicle static eliminator according to a second embodiment of the present invention. The vehicle static eliminator further includes an electronic control unit (ECU) 5. The ECU 5, a Global Navigation Satellite System (GNSS) receiver 6, and a navigation device 7 are provided in the vehicle 1'. The first switching element 41, the second switching element 42, the GNSS receiver 6, and the navigation device 7 are electrically connected to the ECU 5 via an in-vehicle network or the like that complies with standards such as the Controller Area Network (CAN).

[0026] The GNSS receiver 6 detects the current position of the vehicle 1' (e.g., the latitude and longitude of the vehicle 1') based on positioning information obtained from multiple (e.g., three or more) positioning satellites. Specifically, the GNSS receiver 6 captures multiple positioning satellites and receives radio waves transmitted from the positioning satellites. The GNSS receiver 6 then calculates the distance to the positioning satellite based on the difference between the transmission time and reception time of the radio waves, and detects the current position of the vehicle 1' based on the distance to the positioning satellite and the position (orbit information) of the positioning satellite. The output of the GNSS receiver 6, i.e., the current position of the vehicle 1' detected by the GNSS receiver 6, is transmitted to the ECU 5. The GNSS receiver includes a GPS receiver.

[0027] The navigation device 7 has map information and sets a driving route for the vehicle 1' to the destination based on the current position of the vehicle 1' detected by the GNSS receiver 6, input by an occupant (e.g., a driver) of the vehicle 1', etc. The driving route set by the navigation device 7 is transmitted to the ECU 5.

[0028] The ECU 5 executes various controls of the vehicle 1. As shown in Fig. 1, the ECU 5 includes a communication interface 51, a memory 52, and a processor 53. The communication interface 51 and the memory 52 are connected to the processor 53 via signal lines. Note that, although one ECU 5 is provided in this embodiment, multiple ECUs may be provided for each function.

[0029] The communication interface 51 has an interface circuit for connecting the ECU 5 to an in-vehicle network. The ECU 5 is connected to other in-vehicle devices via the communication interface 51.

[0030] The memory 52 includes, for example, a volatile semiconductor memory and a non-volatile semiconductor memory. The memory 52 stores programs, data, and the like that are used when the processor 53 executes various processes.

[0031] The processor 53 includes one or more central processing units (CPUs) and their peripheral circuits. The processor 53 may further include an arithmetic circuit such as a logic arithmetic unit or a numerical arithmetic unit.

[0032] 3, in this embodiment, the processor 53 has an energization control unit 54 and a turning detection unit 55. The energization control unit 54 and the turning detection unit 55 are functional modules that are realized by the processor 53 of the ECU 5 executing a program stored in the memory 52 of the ECU 5. Note that these functional modules may be realized by dedicated arithmetic circuits provided in the processor 53.

[0033] The energization control unit 54 controls the electrical connection between the first terminal 11 and the first static eliminator 31 by using the first switching element 41. Specifically, the energization control unit 54 brings the first terminal 11 and the first static eliminator 31 into conduction by closing the first switching element 41, and releases the conduction between the first terminal 11 and the first static eliminator 31 by opening the first switching element 41. The energization control unit 54 also controls the electrical connection between the second terminal 12 and the second static eliminator 32 by using the second switching element 42. Specifically, the energization control unit 54 brings the second terminal 12 and the second static eliminator 32 into conduction by closing the second switching element 42, and releases the conduction between the second terminal 12 and the second static eliminator 32 by opening the second switching element 42.

[0034] The turning detection unit 55 detects the turning direction of the vehicle 1'. For example, the turning detection unit 55 detects the turning direction of the vehicle 1' based on the travel route of the vehicle 1' set by the navigation device 7. In this case, when the current position of the vehicle 1' detected by the GNSS receiver 6 reaches a right turn point on the travel route, the turning detection unit 55 determines that the turning direction of the vehicle 1' is right, and when the current position of the vehicle 1' detected by the GNSS receiver 6 reaches a left turn point on the travel route, the turning detection unit 55 determines that the turning direction of the vehicle 1' is left.

[0035] The turning detection unit 55 may detect the turning direction of the vehicle 1' based on a signal of a turn indicator (blinker) of the vehicle 1'. In this case, when the signal of the turn indicator indicates that the right turn indicator is flashing, the turning detection unit 55 determines that the turning direction of the vehicle 1' is right, and when the signal of the turn indicator indicates that the left turn indicator is flashing, the turning detection unit 55 determines that the turning direction of the vehicle 1' is left.

[0036] In addition, when the vehicle 1' is performing following driving to follow a preceding vehicle, the turning detection unit 55 may detect the turning direction of the vehicle 1' based on the traveling route of the preceding vehicle detected by a surrounding information detection device (e.g., a millimeter wave radar, a camera, or a LIDAR (Laser Imaging Detection And Ranging)) of the vehicle 1'. In this case, the turning detection unit 55 determines that the turning direction of the vehicle 1' is right when the preceding vehicle turns right, and determines that the turning direction of the vehicle 1' is left when the preceding vehicle turns left. In addition, the turning detection unit 55 may detect the turning direction of the vehicle 1' based on the output of a steering angle sensor that detects the steering angle of the vehicle 1'.

[0037] When positive air ions approaching the vehicle surface cause air vortices to form on the sides of the vehicle 1', a force directed toward the center of the vehicle 1' is applied to the vehicle 1'. Therefore, on the same side as the turning direction of the vehicle 1', the air vortex generates a force that hinders turning, and on the opposite side to the turning direction of the vehicle 1', the air vortex generates a force that helps turning. On the other hand, when the positive air ions are neutralized and the air vortex disappears, negative pressure is generated, and the negative pressure applies a force toward the outside of the vehicle 1' to the vehicle 1'.

[0038] Therefore, in this embodiment, the current supply control unit 54 selects the terminal to be connected to the static eliminator (the first static eliminator 31 or the second static eliminator 32) from the first terminal 11 or the second terminal 12 based on the turning direction of the vehicle 1'. This makes it possible to suppress the generation of a force that hinders the turning of the vehicle 1', thereby improving the maneuverability and stability of the vehicle 1' when turning.

[0039] Specifically, the electrification control unit 54 conducts the terminal provided in the turning direction of the vehicle 1', among the first terminal 11 and the second terminal 12, to the charge removing unit (the first charge removing unit 31 or the second charge removing unit 32). That is, when the vehicle 1' turns left, the electrification control unit 54 closes the first switching element 41 to conduct the first terminal 11 to the first charge removing unit 31, and opens the second switching element 42 to release the conduction between the second terminal 12 and the second charge removing unit 32. On the other hand, when the vehicle 1' turns right, the electrification control unit 54 opens the first switching element 41 to release the conduction between the first terminal 11 and the first charge removing unit 31, and closes the second switching element 42 to conduct the second terminal 12 to the second charge removing unit 32. This makes it possible to generate a force that helps the vehicle 1' turn on both the left and right sides of the vehicle 1', thereby supporting the turning operation of the vehicle 1'.

[0040] <Third embodiment> FIG. 4 is a diagram showing a vehicle 1″ provided with a vehicle static eliminator according to a third embodiment of the present invention. FIG. 4(a) shows a left side view of the vehicle 1″, and FIG. 4(b) shows a right side view of the vehicle 1″.

[0041] In the third embodiment, the vehicle static eliminator includes a conductive first front terminal 11a, a first rear terminal 11b, a second front terminal 12a, and a second rear terminal 12b, a first front wiring 21a, a first rear wiring 21b, a second front wiring 22a, a second rear wiring 22b, a first front switching element 41a, a first rear switching element 41b, a second front switching element 42a, and a second rear switching element 42b. The first front terminal 11a is provided in front of the first rear terminal 11b, and the second front terminal 12a is provided in front of the second rear terminal 12b.

[0042] The first terminals including the first front terminal 11a and the first rear terminal 11b are provided on one side of the vehicle width center line of the vehicle 1", and the second terminals including the second front terminal 12a and the second rear terminal 12b are provided on the other side of the vehicle width center line of the vehicle 1". In this embodiment, the first front terminal 11a and the first rear terminal 11b are provided on the left side of the vehicle 1", and the second front terminal 12a and the second rear terminal 12b are provided on the right side of the vehicle 1".

[0043] The first front terminal 11a, the first rear terminal 11b, the second front terminal 12a and the second rear terminal 12b are each provided at a non-conductive portion of the window of the vehicle 1". In this embodiment, the first front terminal 11a is provided at the window on the left front side of the vehicle 1", and the first rear terminal 11b is provided at the window on the left rear side of the vehicle 1". Meanwhile, the second front terminal 12a is provided at the window on the right front side of the vehicle 1", and the second rear terminal 12b is provided at the window on the right rear side of the vehicle 1".

[0044] The first front wiring 21a conducts the first front terminal 11a to the first front static eliminator 31a, and the first rear wiring 21b conducts the first rear terminal 11b to the first rear static eliminator 31b. On the other hand, the second front wiring 22a conducts the second front terminal 12a to the second front static eliminator 32a, and the second rear wiring 22b conducts the second rear terminal 12b to the second rear static eliminator 32b. In this embodiment, the first front static eliminator 31a, the first rear static eliminator 31b, the second front static eliminator 32a, and the second rear static eliminator 32b are each an earth portion (earth terminal) of the vehicle 1". Note that at least two of the first front static eliminator 31a, the first rear static eliminator 31b, the second front static eliminator 32a, and the second rear static eliminator 32b may be the same portion in the vehicle 1".

[0045] The first front switching element 41a is disposed on the first front wiring 21a and turns on and off the conduction between the first front terminal 11a and the first front static eliminator 31a. That is, when the first front switching element 41a is open, the conduction between the first front terminal 11a and the first front static eliminator 31a is released, and when the first front switching element 41a is closed, the first front terminal 11a and the first front static eliminator 31a are conducted. The first front switching element 41a is, for example, a relay.

[0046] The first rear switching element 41b is disposed on the first rear wiring 21b and turns on and off the electrical continuity between the first rear terminal 11b and the first rear static eliminator 31b. That is, when the first rear switching element 41b is open, the electrical continuity between the first rear terminal 11b and the first rear static eliminator 31b is released, and when the first rear switching element 41b is closed, the electrical continuity between the first rear terminal 11b and the first rear static eliminator 31b is established. The first rear switching element 41b is, for example, a relay.

[0047] The second front switching element 42a is disposed on the second front wiring 22a and turns on and off the electrical continuity between the second front terminal 12a and the second front static eliminator 32a. That is, when the second front switching element 42a is open, the electrical continuity between the second front terminal 12a and the second front static eliminator 32a is released, and when the second front switching element 42a is closed, the electrical continuity between the second front terminal 12a and the second front static eliminator 32a is established. The second front switching element 42a is, for example, a relay.

[0048] The second rear switching element 42b is disposed on the second rear wiring 22b, and turns on and off the electrical continuity between the second rear terminal 12b and the second rear static eliminator 32b. That is, when the second rear switching element 42b is open, the electrical continuity between the second rear terminal 12b and the second rear static eliminator 32b is released, and when the second rear switching element 42b is closed, the electrical continuity between the second rear terminal 12b and the second rear static eliminator 32b is established. The second rear switching element 42b is, for example, a relay.

[0049] The vehicle static eliminator further includes an ECU 5, and the first forward switching element 41a, the first backward switching element 41b, the second forward switching element 42a, the second backward switching element 42b, the GNSS receiver 6, and the navigation device 7 are electrically connected to the ECU 5 via an in-vehicle network or the like that complies with a standard such as CAN. The ECU 5 controls the first forward switching element 41a, the first backward switching element 41b, the second forward switching element 42a, and the second backward switching element 42b.

[0050] As in the second embodiment, the processor 53 of the ECU 5 has an energization control unit 54 and a turning detection unit 55. The energization control unit 54 selects a terminal to be electrically connected to a static eliminator (the first front static eliminator 31a, the first rear terminal 11b, the second front terminal 12a, or the second rear terminal 12b) from the first front terminal 11a, the first rear terminal 11b, the second front static eliminator 32a, or the second rear static eliminator 32b, based on the turning direction of the vehicle 1″ detected by the turning detection unit 55.

[0051] In the third embodiment, the turning detection unit 55 detects the turning angle of the vehicle 1" in addition to the turning direction of the vehicle 1". For example, the turning detection unit 55 detects the turning angle of the vehicle 1" based on the output of a steering angle sensor that detects the steering angle of the vehicle 1".

[0052] When the turning angle of the vehicle 1" is deep, such as when the vehicle 1" is turning right or left, it is desirable to generate a moment in the turning direction about the center of the vehicle 1" as an axis in order to make the vehicle 1" turn smoothly. For this reason, when the turning angle of the vehicle 1" is equal to or greater than a predetermined value, the energization control unit 54 causes the terminal provided at the front of the vehicle 1" in the turning direction of the vehicle 1" and the terminal provided at the rear of the vehicle 1" in the direction opposite to the turning direction of the vehicle 1" among the first front terminal 11a, the first rear terminal 11b, the second front terminal 12a and the second rear terminal 12b to be electrically connected to the static elimination unit (the first front static elimination unit 31a, the first rear static elimination unit 31b, the second front static elimination unit 32a or the second rear static elimination unit 32b). On the other hand, when the turning angle of the vehicle 1" is less than the predetermined value, the current supply control unit 54 causes the terminal provided in the turning direction of the vehicle 1" out of the first front terminal 11a, the first rear terminal 11b, the second front terminal 12a and the second rear terminal 12b to be conductive to the charge eliminating unit (the first front charge eliminating unit 31a, the first rear charge eliminating unit 31b, the second front charge eliminating unit 32a or the second rear charge eliminating unit 32b). This makes it possible to more appropriately assist the turning of the vehicle 1" depending on the turning angle of the vehicle 1".

[0053] For example, when the left turning angle of the vehicle 1″ is equal to or greater than a predetermined value, the current control unit 54 closes the first front switching element 41a to connect the first front terminal 11a to the first front static eliminator 31a, closes the second rear switching element 42b to connect the second rear terminal 12b to the second rear static eliminator 32b, opens the first rear switching element 41b to cancel the continuity between the first rear terminal 11b and the first rear static eliminator 31b, and opens the second front switching element 42a to cancel the continuity between the second front terminal 12a and the second front static eliminator 32a. On the other hand, when the right turning angle of the vehicle 1" is equal to or greater than a predetermined value, the current supply control unit 54 closes the second front switching element 42a to connect the second front terminal 12a to the second front static eliminator 32a, closes the first rear switching element 41b to connect the first rear terminal 11b to the first rear static eliminator 31b, opens the second rear switching element 42b to cancel the electrical continuity between the second rear terminal 12b and the second rear static eliminator 32b, and opens the first front switching element 41a to cancel the electrical continuity between the first rear terminal 11b and the first rear static eliminator 31b.

[0054] Furthermore, when the left turning angle of the vehicle 1″ is less than a predetermined value, the current flow control unit 54 closes the first front switching element 41a to connect the first front terminal 11a to the first front static eliminator 31a, closes the first rear switching element 41b to connect the first rear terminal 11b to the first rear static eliminator 31b, opens the second front switching element 42a to cancel the electrical continuity between the second front terminal 12a and the second front static eliminator 32a, and opens the second rear switching element 42b to cancel the electrical continuity between the second rear terminal 12b and the second rear static eliminator 32b. On the other hand, when the right turning angle of the vehicle 1" is less than a predetermined value, the current supply control unit 54 closes the second front switching element 42a to connect the second front terminal 12a to the second front static eliminator 32a, closes the second rear switching element 42b to connect the second rear terminal 12b to the second rear static eliminator 32b, opens the first front switching element 41a to cancel the electrical continuity between the first front terminal 11a and the first front static eliminator 31a, and opens the first rear switching element 41b to cancel the electrical continuity between the first rear terminal 11b and the first rear static eliminator 31b.

[0055] The first front charge eliminating section 31a, the first rear charge eliminating section 31b, the second front charge eliminating section 32a and the second rear charge eliminating section 32b may each be the negative pole of the battery of the vehicle 1". Furthermore, the first front terminal 11a, the first rear terminal 11b, the second front terminal 12a and the second rear terminal 12b may each be provided in a non-conductive portion of the door of the vehicle 1". In this case, the first front terminal 11a, the first rear terminal 11b, the second front terminal 12a and the second rear terminal 12b are provided in the left front door, the left rear door, the right front door and the right rear door of the vehicle 1", respectively.

[0056] Although the preferred embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various modifications and changes can be made within the scope of the claims. [Explanation of symbols]

[0057] 1, 1', 1” vehicle 11 1st terminal 11a 1st front terminal 11b 1st rear terminal 12 2nd terminal 12a 2nd front terminal 12b 2nd rear terminal 21 1st wiring 21a 1st front wiring 21b 1st rear wiring 22 2nd wiring 22a 2nd front wiring 22b 2nd rear wiring 31 First static elimination section 31a 1st front static eliminator 31b 1st rear static eliminator 32 Second static elimination section 32a 2nd front static eliminator 32b 2nd rear static eliminator

Claims

1. a conductive terminal provided on a non-conductive portion of a vehicle window or door; a wire for conducting the terminal to a negative electrode of a battery of the vehicle or a static eliminator which is a ground part of the vehicle; A static elimination device for a vehicle.

2. A switching element disposed on the wiring; a current control unit that controls an electrical connection between the terminal and the static eliminator using the switching element; A turning detection unit that detects a turning direction of the vehicle; Equipped with the terminal includes a first terminal provided on one side of a widthwise center line of the vehicle and a second terminal provided on the other side of the widthwise center line of the vehicle, The vehicle static eliminator according to claim 1 , wherein the current supply control unit selects one of the first terminal and the second terminal to be electrically connected to the static eliminator based on a turning direction of the vehicle.

3. The vehicle static eliminator according to claim 2 , wherein the current flow control unit electrically connects one of the first terminal and the second terminal, which is provided in a turning direction of the vehicle, to the static eliminator.

4. the first terminal includes a first front terminal provided at a front of the vehicle and a first rear terminal provided at a rear of the vehicle; the second terminal includes a second front terminal provided at a front of the vehicle and a second rear terminal provided at a rear of the vehicle, The turning detection unit detects a turning angle of the vehicle, 3. The vehicle static elimination device according to claim 2, wherein when a turning angle of the vehicle is less than a predetermined value, the current control unit electrically connects, to the static elimination unit, one of the first terminal and the second terminal that is provided in the turning direction of the vehicle, and when the turning angle is equal to or greater than the predetermined value, the current control unit electrically connects, to the static elimination unit, one of the first terminal and the second terminal that is provided in front of the vehicle in the turning direction and one of the first terminal and the second terminal that is provided in the rear of the vehicle in a direction opposite to the turning direction.

5. 5. The static elimination device for a vehicle according to claim 2, wherein the turning detection unit detects a turning direction of the vehicle based on a driving route of the vehicle set by a navigation device of the vehicle or a signal of a turn indicator of the vehicle.

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