Automotive electrical equipment
By positioning normally open mechanical relays with inclined contact directions, the unintentional connection of paths in in-vehicle electrical equipment is suppressed, improving circuit reliability against impact loads and vibrations.
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- TOYOTA JIDOSHA KK
- Filing Date
- 2025-01-10
- Publication Date
- 2026-07-23
AI Technical Summary
Unintentional connection of paths in in-vehicle electrical equipment using normally open mechanical relays due to impact loads during vehicle collisions is a challenge.
Arranging normally open mechanical relays in series with their contact directions inclined at an angle of 70 degrees or more, positioned to minimize unintentional activation and susceptibility to vertical vibrations.
Enhances reliability of the circuit by preventing unintentional path connections and reducing susceptibility to impact loads and vibrations, particularly in junction blocks between vehicle batteries and drive motors.
Smart Images
Figure 2026121006000001_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to in-vehicle electrical equipment.
Background Art
[0002] Patent Document 1 discloses an in-vehicle battery pack including a plurality of battery cells, a positive-side relay and a negative-side relay, and a case.
Prior Art Documents
Patent Documents
[0003]
Patent Document 1
Summary of the Invention
Problems to be Solved by the Invention
[0004] As a relay used in in-vehicle electrical equipment, for example, there is a normally open mechanical relay. A normally open mechanical relay refers to a type of relay in which the contacts of the relay are open in a normal state (a state where the relay is not operating), and the circuit is disconnected.
[0005] An object of this disclosure is to suppress the unintentional connection of paths in in-vehicle electrical equipment using a normally open mechanical relay.
Means for Solving the Problems
[0006] The in-vehicle electrical equipment according to the first aspect includes a normally open first mechanical relay and a second mechanical relay arranged adjacent to each other in series, and the direction in which the contacts of the second mechanical relay face each other is inclined by 70 degrees or more with respect to the direction in which the contacts of the first mechanical relay face each other.
[0007] This aspect relates to in-vehicle electrical equipment. The in-vehicle electrical equipment includes a normally open mechanical relay.
[0008] Incidentally, the normally open mechanical relays in automotive electrical equipment may unintentionally turn on due to the impact load during a vehicle collision. In this embodiment, the normally open first mechanical relay and the second mechanical relay are arranged in series adjacent to each other, so that the path through which these two relays are provided does not become unintentionally connected. However, further improvements are desired.
[0009] Therefore, in this embodiment, the direction in which the contacts of the second mechanical relay face each other is inclined at an angle of 70 degrees or more with respect to the direction in which the contacts of the first mechanical relay face each other. Therefore, in the event of a vehicle collision, it is possible to more reliably prevent the paths to the first and second mechanical relays from unintentionally connecting. This is because, while there is a high possibility that the mechanical relays will unintentionally turn on when an impact load is applied in a direction in which the contacts face each other, the first and second mechanical relays are positioned so that the directions in which the contacts face each other are approximately 90 degrees (70 degrees or more) apart from each other.
[0010] In the embodiments described later, the direction in which the contacts of the second mechanical relay face each other is inclined 90 degrees with respect to the direction in which the contacts of the first mechanical relay face each other, but this embodiment is not limited to this.
[0011] In the embodiments described later, the direction in which the contacts of the first mechanical relay and the second mechanical relay face each other is perpendicular to the vertical direction of the vehicle (horizontal direction), but this embodiment is not limited to this.
[0012] In the embodiments described later, no other electronic components such as fuses are placed between the first mechanical relay and the second mechanical relay, but this embodiment is not limited to this.
[0013] In the embodiments described later, the first mechanical relay and the second mechanical relay have the same structure, but their mounting directions to the circuit board are different. However, this embodiment is not limited to this. For example, the structures of the first mechanical relay and the second mechanical relay may be significantly different from each other.
[0014] In the embodiments described later, the mechanical relay has two fixed contacts and two movable contacts. However, the mechanical relay in this embodiment is not limited to this, and may have one fixed contact and one movable contact.
[0015] In the second embodiment of the in-vehicle electrical equipment, in the first embodiment, the direction in which the contacts of the first mechanical relay and the second mechanical relay face each other is perpendicular to the vertical direction of the vehicle.
[0016] In this embodiment, the direction in which the contacts of the first mechanical relay and the second mechanical relay face each other is perpendicular to the vertical direction of the vehicle (horizontal direction). Therefore, both the first and second mechanical relays become less susceptible to the effects of vertical vehicle vibrations.
[0017] In the embodiments described later, the direction in which the contacts of the first mechanical relay face each other is either the vehicle's longitudinal direction or the vehicle's width direction, and the direction in which the contacts of the second mechanical relay face each other is either the vehicle's longitudinal direction or the vehicle's width direction. However, this embodiment is not limited to this, and for example, the direction in which the contacts of the first mechanical relay face each other may be oblique to the vehicle's longitudinal direction.
[0018] In the third embodiment of the in-vehicle electrical equipment, in the first or second embodiment, the direction in which the contacts of the first mechanical relay face each other is either the vehicle longitudinal direction or the vehicle width direction, and the direction in which the contacts of the second mechanical relay face each other is either the vehicle longitudinal direction or the vehicle width direction.
[0019] In this aspect, the direction in which the contacts of the first mechanical relay face each other is either the vehicle longitudinal direction or the vehicle width direction, and the direction in which the contacts of the second mechanical relay face each other is the other of the vehicle longitudinal direction and the vehicle width direction. Therefore, both the first mechanical relay and the second mechanical relay are less affected by the vibration in the vehicle vertical direction, and the reliability of the circuit against the impact load due to a frontal collision is improved. This is because a mechanical relay in which the direction in which the contacts face each other is the vehicle width direction has a low possibility of being inadvertently turned on against the impact load due to a frontal collision.
[0020] The in-vehicle electrical device according to the fourth aspect is, in any one of the first to third aspects, the in-vehicle electrical device is a junction block provided between the in-vehicle battery and the vehicle drive motor.
[0021] In this aspect, the in-vehicle electrical device is a junction block provided between the in-vehicle battery and the vehicle drive motor. Therefore, it is possible to prevent the path between the in-vehicle battery and the vehicle drive motor from being inadvertently connected.
Effect of the Invention
[0022] As described above, according to the present disclosure, in an in-vehicle electrical device using a normally open type mechanical relay, it is possible to suppress the path from being inadvertently connected.
Brief Description of the Drawings
[0023] [Figure 1] It is a schematic cross-sectional view of an in-vehicle electrical device. [Figure 2] It is a cross-sectional view showing an example of a mechanical relay.
Mode for Carrying Out the Invention
[0024] Hereinafter, the in-vehicle electrical device 10 according to the embodiment will be described.
[0025] In each diagram, arrows FR indicate the front of the vehicle, UP indicates the top of the vehicle, and LH indicates the left side in the vehicle's width direction. Furthermore, in the following explanations, unless otherwise specified, the directions front / back, up / down, and left / right refer to the front / back direction of the vehicle, the up / down direction of the vehicle, and the left / right direction in the vehicle's width direction.
[0026] The in-vehicle electrical equipment 10 according to this embodiment is a junction block 10 provided between the in-vehicle battery and the vehicle drive motor.
[0027] As shown in Figure 1, the in-vehicle electrical equipment 10 includes a first mechanical relay 20A and a second mechanical relay 20B.
[0028] The first mechanical relay 20A and the second mechanical relay 20B are both normally open-type relays. The first mechanical relay 20A and the second mechanical relay 20B are arranged adjacent to each other in series. Specifically, no other electronic components such as fuses are placed between the first mechanical relay 20A and the second mechanical relay 20B.
[0029] The direction D(A) in which the contacts of the first mechanical relay 20A face each other is in the vehicle width direction, and the direction D(B) in which the contacts of the second mechanical relay 20B face each other is in the vehicle front-to-back direction. In other words, the direction in which the contacts of the first mechanical relay and the second mechanical relay face each other is perpendicular to the vehicle's vertical direction (horizontal direction). Furthermore, the direction D(B) in which the contacts of the second mechanical relay 20B face each other is 90 degrees inclined with respect to the direction in which the contacts of the first mechanical relay 20A face each other.
[0030] Furthermore, as shown in Figure 1, the in-vehicle electrical equipment 10 comprises a circuit board 30 and a case 40.
[0031] The circuit board 30 is oriented with its thickness in the direction of the vehicle's vertical orientation. Circuit forming components such as the first mechanical relay 20A and the second mechanical relay 20B are mounted on the upper side of the circuit board 30. These circuit forming components include busbars that act as conductive wires, fuses, and other electronic components.
[0032] The case 40 houses the circuit board 30 on which various circuit forming components are mounted, and constitutes the outer casing of the in-vehicle electrical equipment 10.
[0033] The first mechanical relay 20A and the second mechanical relay 20B have the same structure. In the following explanation, when they are not distinguished, they will simply be referred to as mechanical relay 20.
[0034] Below, an example of the structure of the mechanical relay 20 will be explained using Figure 2.
[0035] The mechanical relay 20 comprises a case 21, a partitioning member 22 that divides the space inside the case 21, fixed terminals 23A and 23B, a movable terminal 24, and a drive unit 25.
[0036] The drive unit 25 includes a yoke 26, a coil 27, a movable member 28, a first spring 29A, and a second spring 29B.
[0037] The movable member 28 is provided so as to be movable in its axial direction. Specifically, the movable member 28 has a shaft portion 28A, a large-diameter portion 28B, and a magnetic circuit portion 28C. The shaft portion 28A of the movable member 28 is movably inserted through the partition member 22.
[0038] A movable terminal 24 is movably attached to the shaft portion 28A of the movable member 28. The first spring 29A biases the movable terminal 24 toward the large diameter portion 28B. Specifically, the first spring 29A is positioned between the movable terminal 24 and the additional member 28D.
[0039] The second spring 29B biases the movable member 28 toward the opposite side (the lower side in Figure 2) from the fixed contacts 23A1 and 23B1.
[0040] When coil 27 is not energized, the elastic force of the second spring 29B biases the movable member 28 toward the opposite side from the fixed contacts 23A1 and 23B1, so that the fixed contacts 23A1 and 23B1 and the movable contacts 24A1 and 24B1 are not connected (off state).
[0041] When the coil 27 is energized, the generated magnetic field causes the movable member 28 to move toward the fixed contacts 23A1 and 23B1 against the elastic force of the second spring 29B, and the fixed contacts 23A1 and 23B1 and the movable contacts 24A1 and 24B1 are connected (turned on).
[0042] <Effects and Effects> Next, the effects and advantages of this embodiment will be described.
[0043] This embodiment relates to an in-vehicle electrical device 10. The in-vehicle electrical device 10 includes normally open-type mechanical relays 20A and 20B.
[0044] Incidentally, the normally open mechanical relays 20A and 20B provided in the in-vehicle electrical equipment 10 may be unintentionally turned on by the impact load during a vehicle collision. In this embodiment, the normally open first mechanical relay 20A and the second mechanical relay 20B are arranged adjacent to each other in series, so it is possible to suppress the unintentional activation of the paths provided by these two relays 20A and 20B. However, further improvements are desired.
[0045] Therefore, in this embodiment, the direction D(B) in which the contacts of the second mechanical relay 20B face each other is inclined at an angle of 70 degrees or more with respect to the direction D(A) in which the contacts of the first mechanical relay 20A face each other. Therefore, in the event of a vehicle collision, it is possible to more reliably suppress the unintentional activation of the paths through which the first mechanical relay 20A and the second mechanical relay 20B are located. This is because, while there is a high possibility that mechanical relays 20A and 20B will unintentionally turn on when an impact load is applied in a direction in which the contacts face each other, the first mechanical relay 20A and the second mechanical relay 20B are positioned such that the directions in which the contacts face each other are approximately 90 degrees (70 degrees or more) apart from each other.
[0046] Furthermore, in this embodiment, the direction D(B) in which the contacts of the first mechanical relay 20A and the second mechanical relay 20B face each other is both perpendicular to the vertical direction of the vehicle (horizontal direction). Therefore, both the first mechanical relay 20A and the second mechanical relay 20B become less susceptible to the effects of vertical vehicle vibrations.
[0047] Furthermore, in this embodiment, the direction D(A) in which the contacts of the first mechanical relay 20A face each other is either the vehicle longitudinal direction or the vehicle width direction, and the direction in which the contacts of the second mechanical relay 20B face each other is either the vehicle longitudinal direction or the vehicle width direction. Therefore, both the first mechanical relay 20A and the second mechanical relay 20B become less susceptible to vibrations in the vertical direction of the vehicle, and the reliability of the circuit against impact loads from a head-on collision is improved. This is because mechanical relays 20A and 20B, whose contacts face each other in the direction D of the vehicle width, are less likely to turn on unintentionally in the event of an impact load from a head-on collision.
[0048] Furthermore, in this embodiment, the on-board electrical equipment 10 is a junction block 10 provided between the on-board battery and the vehicle drive motor. Therefore, it is possible to prevent the path between the vehicle's battery and the vehicle's drive motor from becoming unintentionally connected.
[0049] While preferred embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments. [Explanation of Symbols]
[0050] 10. Junction Block (Vehicle Electrical Equipment) 20 Mechanical Relays 20A First Mechanical Relay 20B Second Mechanical Relay Direction in which the D contacts face each other.
Claims
1. It is equipped with a first mechanical relay and a second mechanical relay of the normally open type, which are arranged adjacently in series. The direction in which the contacts of the second mechanical relay face each other is inclined at an angle of 70 degrees or more with respect to the direction in which the contacts of the first mechanical relay face each other. Automotive electrical equipment.
2. The contacts of the first mechanical relay and the second mechanical relay face each other in a direction perpendicular to the vertical direction of the vehicle. The in-vehicle electrical equipment according to claim 1.
3. The direction in which the contacts of the first mechanical relay face each other is either the vehicle's longitudinal direction or the vehicle's width direction. The direction in which the contacts of the second mechanical relay face each other is either the vehicle's longitudinal direction or the vehicle's width direction, or the other of the two. The in-vehicle electrical equipment according to claim 1.
4. The aforementioned in-vehicle electrical equipment is a junction block installed between the in-vehicle battery and the vehicle drive motor. The in-vehicle electrical equipment according to claim 1.