WO2006024855A1 - Switch and connector - Google Patents

Switch and connector Download PDF

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Publication number
WO2006024855A1
WO2006024855A1 PCT/GB2005/003380 GB2005003380W WO2006024855A1 WO 2006024855 A1 WO2006024855 A1 WO 2006024855A1 GB 2005003380 W GB2005003380 W GB 2005003380W WO 2006024855 A1 WO2006024855 A1 WO 2006024855A1
Authority
WO
WIPO (PCT)
Prior art keywords
switch
battery
connector
arms
vehicle
Prior art date
Application number
PCT/GB2005/003380
Other languages
French (fr)
Inventor
Philip James Morley
Richard Anthony Connell
Michael Frederick Brighton
Richard John Ward
Original Assignee
Blp Components Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from GB0419382A external-priority patent/GB0419382D0/en
Application filed by Blp Components Limited filed Critical Blp Components Limited
Publication of WO2006024855A1 publication Critical patent/WO2006024855A1/en

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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R11/00—Individual connecting elements providing two or more spaced connecting locations for conductive members which are, or may be, thereby interconnected, e.g. end pieces for wires or cables supported by the wire or cable and having means for facilitating electrical connection to some other wire, terminal, or conductive member, blocks of binding posts
    • H01R11/11—End pieces or tapping pieces for wires, supported by the wire and for facilitating electrical connection to some other wire, terminal or conductive member
    • H01R11/28—End pieces consisting of a ferrule or sleeve
    • H01R11/281—End pieces consisting of a ferrule or sleeve for connections to batteries
    • H01R11/287—Intermediate parts between battery post and cable end piece
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H1/00—Contacts
    • H01H1/12—Contacts characterised by the manner in which co-operating contacts engage
    • H01H1/14—Contacts characterised by the manner in which co-operating contacts engage by abutting
    • H01H1/20—Bridging contacts
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H47/00—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H47/00—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current
    • H01H47/02—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current for modifying the operation of the relay
    • H01H47/04—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current for modifying the operation of the relay for holding armature in attracted position, e.g. when initial energising circuit is interrupted; for maintaining armature in attracted position, e.g. with reduced energising current
    • H01H47/06—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current for modifying the operation of the relay for holding armature in attracted position, e.g. when initial energising circuit is interrupted; for maintaining armature in attracted position, e.g. with reduced energising current by changing number of serially-connected turns or windings
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H47/00—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current
    • H01H47/02—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current for modifying the operation of the relay
    • H01H47/04—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current for modifying the operation of the relay for holding armature in attracted position, e.g. when initial energising circuit is interrupted; for maintaining armature in attracted position, e.g. with reduced energising current
    • H01H47/08—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current for modifying the operation of the relay for holding armature in attracted position, e.g. when initial energising circuit is interrupted; for maintaining armature in attracted position, e.g. with reduced energising current by changing number of parallel-connected turns or windings
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H50/00—Details of electromagnetic relays
    • H01H50/14—Terminal arrangements
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H9/00—Details of switching devices, not covered by groups H01H1/00 - H01H7/00
    • H01H9/20—Interlocking, locking, or latching mechanisms
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H9/00—Details of switching devices, not covered by groups H01H1/00 - H01H7/00
    • H01H9/54—Circuit arrangements not adapted to a particular application of the switching device and for which no provision exists elsewhere
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R11/00—Individual connecting elements providing two or more spaced connecting locations for conductive members which are, or may be, thereby interconnected, e.g. end pieces for wires or cables supported by the wire or cable and having means for facilitating electrical connection to some other wire, terminal, or conductive member, blocks of binding posts
    • H01R11/11—End pieces or tapping pieces for wires, supported by the wire and for facilitating electrical connection to some other wire, terminal or conductive member
    • H01R11/28—End pieces consisting of a ferrule or sleeve
    • H01R11/281—End pieces consisting of a ferrule or sleeve for connections to batteries
    • H01R11/283—Bolt, screw or threaded ferrule parallel to the battery post
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H1/00—Contacts
    • H01H1/58—Electric connections to or between contacts; Terminals
    • H01H2001/5877—Electric connections to or between contacts; Terminals with provisions for direct mounting on a battery pole

Definitions

  • a disconnect contactor is interposed between a vehicle battery terminal and the cable feeding the vehicle electrical system to provide a battery isolating function.
  • These contactors are usually mounted directly on the negative pole of the battery or within the battery recess space for isolating the negative battery terminal from the chassis connection to the vehicle. With negative pole mounting the positive battery supply for circuits or actuators within the module is obtained via a built-in connector or directly wired from the positive battery auxiliary post connection.
  • these types of disconnect contactor are used to good effect during deep-sea shipment of vehicles to delivery agents or dealers abroad.
  • the vehicle battery is automatically disconnected in transit with the ignition off, thus minimising current drain. This enables the battery to have sufficient residual capacity to start the engine even after many weeks in transit, or if inactive, in storage. This dramatically reduces battery warranty liabilities.
  • the disconnect contactor or transit relay On delivery of the vehicle to the dealer or agent, the disconnect contactor or transit relay may be removed and disposed of.
  • One of the first and second members may have a plurality of projections which extend through apertures in the insulating member, the other of the first and second members and the base of the housing, the projections being swaged to clamp the members to and within the housing.
  • this switch module In view of the function of this switch module, it will remain within the vehicle for its entire life being always available in the background for instantly disconnecting the battery from a crash fault drive signal. It is not integrated into the vehicle's ignition sequence being manually locked on, nor does it close and open normally during start/run/stop sequences.
  • the battery master switch has a housing that can be placed on the positive terminal of the battery and a pole terminal (4) that can be jammed tightly onto the positive terminal inside the housing (1 , 2).
  • a fixed disconnecting contact (8) is secured directly to the pole terminal (4) whereby said contact (8) cooperates with a movable disconnecting contact (7).
  • the connector uses two tapered wedge nuts that, in one embodiment, are pulled together via a central threaded bolt and thin-walled spacer tube. The latter exerts downward pressure on the unthreaded top-nut from above and the other threaded nut is forced upwardly from below via the threaded bold.
  • the internal taper angle of the two wedge nuts and the radiused edges of the mating pole clamp casting arms may be optimised to allow and promote considerable translated clamping force required for clamping the various battery pole/base boss height variations encountered in practice
  • the threaded clamping bolt extends through the thin-walled pressure applying spacer tube and the top of the module casing lid
  • the aperture in the module casing lid may be sealed with an 0-r ⁇ ng in the lid recess to provide an effective splash seal and to prevent dust and moisture from entering the switch contacts or onto the printed circuit board housed within the module
  • the actuating device is a solenoid having two coils, the first having a comparatively high wattage and the second a comparatively low wattage, the actuating circuit being arranged, in operation, to initially drive only the first coil for a short period to cause the switch to close and then drive both coils to hold the switch closed
  • a power MOSFET section for driving a dual coil solenoid actuator under 'snatch' and 'hold' signals derived from the discriminating section.
  • connection/disconnection of the vehicle electrical system may be achieved in a transparent way in that the contactor is switched on and off through the normal ignition sequence in order to perform a connect isolate function without the driver realising it is fitted to the vehicle. Consequently, the vehicle start-run- stop key sequence is normal.
  • Figure 3 is a circuit diagram of a 'snatch' and 'hold' solenoid drive circuit for use in a disconnect switch according to the invention.
  • the solenoid 6 also has a spigot (not shown) on the underside of the solenoid frame that is arranged to locate in a pocket 99 in the first casting 1 so that the solenoid 6 is firmly and accurately positioned with respect to the casting 1 and hence the moving blade 5.
  • a printed circuit board 7 carries a circuit which is arranged to operate the solenoid under desired conditions.
  • the printed circuit board 7 has three pads 71 to which the solenoid pins are connected.
  • the printed circuit board also has two input pads 72 which are connected via a sealed connector 73 having connection pins 76 and 77 to the ignition circuit of the vehicle.
  • the printed circuit board 7 is carried on the inlet casting 1 on an upstand 18 having a threaded aperture into which a fixing screw 74 which passes through the printed circuit board 7 is screwed to clamp the printed circuit board to the casting 1.
  • An arrangement 8 for urging the clamping arms 12 and 13 towards each other comprises a bolt 81 , an O-ring 82, a steel sleeve 83, a first, upper, unthreaded wedge nut 84 and a second, lower, threaded wedge nut 85.
  • the outlet casting 3 is placed within the moulded base 4 with the apertures 35 located by means of the cylindrical upstands 41 around the apertures in the base case
  • the spacer 2 is placed on top of the planar portion 31 of the outlet casting 3 and the inlet casting 1 is then placed over the insulator 2 with the spigots 15 projecting through the apertures 41 in the moulded base 4
  • the fixed contact 34 is affixed to the upstand 33
  • the moving blade 5 is attached to the upstand 17 with the screws 52, the moving contact 51 having already been assembled to the blade 5
  • the solenoid 6 is then assembled on the inlet casting 1 so that the steel lifter 63 engages with the moving blade 5 and the spigot (not shown) on the underside of the solenoid 6 engages with the pocket 99 on the casting 1
  • the printed circuit board 7 is located on the upstand 18 on the inlet casting 1 by means of a screw 74
  • the outlet pins 64, 65 and 66 of the solenoid are soldered to the connection pads 71 on the printed circuit board while contact pins 76 and 77 of a sealed connector 73 are soldered to connection pads 72 on the printed circuit board 7
  • the bolt 81 is passed through an aperture 91 in the moulded lid 9 and the 0-r ⁇ ng 82, steel sleeve 83 and unthreaded wedge nut 84 assembled thereon
  • the lid 9 is then clipped to the base 4 and the threaded nut 85 is offered up to the bolt 81 through the aperture 42 in the base moulding 4
  • the tapered nuts 84 and 85 clamp the clamping arms 12 and 13 That is, as the nuts 84 and 85 are tightened on the bolt 81 they cause the clamping arms 12 and 13 to move closer together to clamp the switch to a terminal of the vehicle battery, loosening the bolt 81 causes the nuts 84 and 85 to move further apart allowing the arms 12 and 13 to move apart and enable the switch to be removed from the battery terminal
  • Figure 2 is a plan view of the switch when assembled, with the lid and printed circuit board not shown to enable details of the arrangement to be more clearly seen
  • the plunger 62 is urged outwardly by a spring 200 to open the contacts between the fixed contact 34 and the moving contact 51 carried on the moving blade 5
  • the lifter 63 moves towards the right (as shown in Figure 2) to cause the blade 5 and contact 51 to engage with the contact 34.
  • a contact spring 201 between the lifter 63 and blade 5 assists in maintaining a desired contact force between the moving contact 51 and fixed contact 34.
  • the disconnect switch assembly basically comprises a heavy duty copper or copper alloy moving blade 5, secured at one end to a vertical upstand 17 on the inlet casting 1 by means of screws 52 in threaded holes 16 in the upstand 17.
  • the moving blade 5 lies in a vertical plane clear of the casting top surface.
  • the moving blade 5 is provided with an electrical contact 51 at its opposite end aligned on an axis with its mating fixed contact 34, which is secured on an adjacent vertical upstand 33 of the outlet casting 3.
  • the inlet and outlet castings 1 and 3 are separated and electrically isolated by a stamped out separator of insulating material 2 that overlaps the two intervening casting surfaces sufficiently to give good isolation and high dielectric breakdown strength.
  • a number of cylindrical spigots 15 on the underside of the upper casting 1 pass through holes in the insulator 2 and clearance holes in the outlet casting 3 and then through the hollow cylindrical upstands 41 surrounding the apertures in the base 4 to form location bosses in the base case moulding 4 enabling the ends of the spigots 15 to be swaged over to give good, solid location of the various parts concerned.
  • the ends of the spigots 15 are semi-tubular with conical indents which are tightly swaged over sub-flush in clearance counterbores in the outer surface of the base case moulding 4 to give a very strong, robust integrated assembly of the castings, separator and base moulding. Consequently, any torque or lateral loading from the heavy duty cable or outlet pole is translated minimally through the switch thus improving the long-term stability, integrity and isolation of the switching system.
  • the blade 5 is located within, but not in contact with, a U-shaped steel lifter 63.
  • the lifter 63 runs clear of the blade and upper surface of the casting 1.
  • the forward face of this lifter is slotted to take the collared end of the solenoid actuator plunger 62.
  • Assembled onto the plunger is a push-off spring 200 located between the lifter and the solenoid actuator face.
  • This push-off spring 200 sets the blade and contact open gap position precisely with respect to a small radiused backstop upstand 19 located behind the moving blade and being raised up off the upper surface of the inlet casting 1.
  • the lifter 63 is clear of the inside surface of the main plastic casing 4 in that area when the contacts 34 and 51 are open.
  • the actuating solenoid 6 is located solidly on the upper surface of the inlet casting 1 at the correct lateral and vertical centre line positions with respect to the moving blade and fixed contact for setting plunger pre-travel and over-travel stroke distances by means of a spigot in the pocket 99 and upstanding walls on the casting 1.
  • a stronger contact spring 201 compressed against the rear surface of the copper blade 5 is mounted within the U-shaped steel lifter 63.
  • the contact spring is located and retained on semi-sheared spigots, one on the lifter and the other on the moving blade.
  • This contact spring 201 is pre-loaded onto the blade surface and moves with the blade lifter and plunger freely when attracted by the solenoid 6 in order to take up switch pre-travel open gap.
  • the plunger 62 moves further until latched to the solenoid stop.
  • the contact spring 201 is compressed to give a consistent over-travel contact pressure commensurate with the nominal load current and also with higher carrying or starting currents, especially at low temperature, as required in specifications set by vehicle manufacturers.
  • the solenoid actuator may be driven in what is referred to as a 'snatch and hold mode 1 .
  • the solenoid actuator is then provided with two coil windings for the 'snatch' and 'hold' functions respectively in order to achieve correct, fool-proof operating sequences.
  • a customised electronic interface circuit may be incorporated within the switch.
  • the circuit On receiving an initiating signal as a result of ignition switch closure the circuit energises the 'snatch' coil momentarily which, having a drive of, for example, 20 watts, easily closes the heavy duty switch against the pressure of the moving blade and related over-travel contact pressure spring located within the lifter within a few milliseconds.
  • the 'snatch' coil drive is removed and the circuit instantly connects to the two coils in series for the holding function but at a much lower power, typically 2 watts, for keeping the switch closed. This produces minimal self heating at nominal voltage.
  • the magnetic hold retention of the solenoid is capable of holding the switch closed even if there is a loading dip in battery drive voltage during normal engine starting sequence. This 'snatch and hold' approach produces reliable operation of the disconnect contactor over a wider battery voltage range than would be possible with a simpler single coil drive. Its low end hold capability extends to a lower battery voltage.
  • a 'snatch and hold' solenoid drive circuit is shown in Figure 3 that can be used in a vehicle battery disconnect switch of any mechanical construction. This circuit senses operation of the ignition switch.
  • the circuit has a positive rail connected via a pin 302 to the positive terminal of the vehicle battery. It further has an input 303 connected to the negative battery pole and to one side of a switch 310 formed by the fixed and moveable contacts 34 and 51. In practice, this will be connected to the moveable contact 51.
  • a further input 301 is connected to one side of the ignition switch 340, the other side of which is connected to the positive battery terminal.
  • a 'sneak' path from the positive battery terminal to the input 301 exists via 'sneak' loads 341 in the vehicle electrical system and its ignition coil 342.
  • the input pin 301 is connected via the series arrangement of a resister R1 and a resister R2 to a negative common rail 304.
  • the junction of resistors R1 and R2 is connected to a positive input of a comparator 305 via a resistor R20.
  • the series arrangement of three resistors R5, R3 and R4 is connected between the terminal 302 and the negative common 304.
  • the junction of resistors R3 and R4 is connected to a negative input of the comparator 305.
  • the output of the comparator 305 is connected via a diode D3 in series with a resistor R6 to one terminal of a capacitor C1 whose other terminal is connected to the rail 304 A further capacitor C4 is connected in parallel with the capacitor C1
  • the junction of resistor R6 and capacitor C1 is connected via a resistor R7 to the base of an npn transistor TR 1
  • a resistor R8 is connected between the base of the transistor TR1 and the negative rail 304, while the emitter of the transistor TR1 is also connected to the negative rail 304
  • the collector of transistor TR1 is connected via a zener diode D7 in series with a resistor R10 and resistor R9 to the terminal 2
  • the junction of resistor R9 and resistor R10 is connected to the base of a pnp transistor TR2
  • the emitter of transistor TR2 is connected to the terminal 2 while its collector is connected via a resistor R11 to the negative supply rail 304
  • the collector of transistor TR1 is connected via the series arrangement of
  • a zener diode D1 and resistor R17 connected in series across the vehicle battery terminal provides at its junction a negative supply rail 304 for the circuit
  • a schottky diode D2 is connected between terminal 302 and the supply rail 304
  • the potential divider formed by resistors R5, R3 and R4 sets a reference voltage on the negative input of the comparator 305, typically about 9 5 volts
  • the disconnect switch 310 is open and the ignition switch 340 is open the voltage on the positive input of the comparator is set by a potential divider comprising the sneak load 341 , ignition coil 342, resistor R1 and resistor R2
  • This voltage will be below that set on the negative input of the comparator and, hence, the comparator output will be low Consequently, there are no drive signals available to the 'snatch' and 'hold' solenoid for closing the heavy duty switch 310 It therefore remains open with the chassis floating
  • the ignition switch 340 is closed the voltage at input 301 is taken to the full battery level and the potential on the positive input on the comparator rises above that on the negative input Consequently, the output of the comparator goes high and charges the timing capacitor made up of capacitors C1 and C4 in parallel As the two potential dividers are now being fed from the same 12 volt battery supply they
  • the alternator will rapidly supplement the battery voltage quickly raising the voltage well in excess of the 8.5 volt threshold preset.
  • the discrimination circuit then causes the MOSFET drives to revert to the normal holding condition with both solenoid coils connected in series to give minimal hold current drain and self-heating. That is, in this condition transistor TR5 is switched off and transistor TR6 switched on.
  • the parallel MOSFET transistor that is transistor TR5
  • transistor TR5 Prior to the ignition switch closure the parallel MOSFET transistor, that is transistor TR5, is already on, shorting out the 'hold' coil 311 in readiness for a momentary 'snatch' pulse drive when the ignition switch is subsequently closed.
  • the shorted out parallel MOSFET TR5 is released after a brief 'snatch' pulse, typically 30 milliseconds, and the drives revert to the normal holding sequence with both solenoid coils in series
  • this 'snatch' coil 310 can hold the switch closed down to about 3 5 volts in the interface circuit after which the MOSFET drivers cease to conduct and drop out This ensures that the heavy duty switch 310 remains closed under all conditions including engine starting provided that the loading dips in battery voltage do not go significantly below 4 5 volts, as is specified by various vehicle manufacturers
  • the entire sensing circuit is protected by a simple network of 15 volt zener diode D1 and reverse schottky D2 diode in parallel, both being fed by a current limiting resistor R17 in series with the negative battery line making the circuit impedance relatively high
  • the sensing circuit must survive large, spurious hostile pulses superimposed on the battery voltage Such pulses are commonly encountered on many vehicle platforms These may range from -150 volts to +150 volts in amplitude, taking into account conditions relating to faulty or open circuit alternators, accidental battery reversal, and two battery jump lead starting
  • the reverse schottky diode D2 clamps the circuit to about -0 5 volt, current being limited by the resistor R17
  • the schottky diode D2 is open circuit but the zener diode clamps the circuit voltage to a maximum of 18 volts, the limit of the CMOS sensing comparator supply, affording extra protection to the inputs of the comparator 305 in addition to its own built in back-to-back diodes
  • the most arduous fault condition is the load dump, which is associated with an open circuit alternator capable of generating an inductive pulse of 30 volts amplitude for an exponential time constant period of approximately 350 milliseconds Again, protection is afforded by the 15 volt zener diode D1 clamping the supply voltage to about 18 volts
  • an input 401 is connected to the negative terminal of the vehicle battery while an input 402 is connected to the positive terminal of the vehicle battery
  • a positive supply rail 404 is derived from the junction of a zener diode D1 and resistor R9 connected in series across the vehicle battery
  • a purpose of this invention is to enable the provision of a transit relay disconnect contactor which minimises the quiescent battery drain It allows trouble free, transparent operation during long deep-sea shipments of vehicles to many different countries around the world even if the vehicle is inactive for a considerable period of time, for example, several weeks
  • protection diode D4 provides EMC protection for the MOSFET drivers.
  • the circuit also contains a delay off timer section 354 that ensures that the switch 310 is not opened until after the engine and alternator have stopped, to obviate a potentially damaging load dump situation.
  • the internal taper angle of the two wedge nuts and the radiused edges of the mating pole clamp casting arms 12 and 13 at top and bottom on both sides may be optimised to allow and promote considerable translated clamping pressure inwardly as required for the various battery pole base boss height variations encountered in practice.

Abstract

A vehicle battery disconnect switch comprises inlet (1) and outlet (3) castings separated by a planar insulating spacer (2). The inlet (1) and outlet (3) castings and spacer (2) are contained within a housing comprising a base moulding (4) and lid (9). Swaging spigots (15) on the inlet castings (1) pass through apertures (21, 35, 43) in the insulating spacer (2) and outlet casting (3) and base (4) to provide a rigidly assembled switch. The inlet casting (1) carries a solenoid actuator (6) and drive circuit (7) for operating a moving blade (5) carrying a contact (51) that cooperates with a fixed contact (34) on the outlet casting (3).

Description

Switch and Connector
The invention relates to a switch and particularly, but not exclusively, to a vehicle battery disconnect switch. The invention further relates to a connector that, in one embodiment, is suitable for connecting a conductor to a vehicle battery terminal.
Many switching systems exist for connecting or disconnecting a power load from a voltage source. For a low voltage DC source a typical example is the safe disconnection of a vehicle battery, typically at a nominal voltage of 12 volts.
There are several modular designs whereby a disconnect contactor is interposed between a vehicle battery terminal and the cable feeding the vehicle electrical system to provide a battery isolating function. These contactors are usually mounted directly on the negative pole of the battery or within the battery recess space for isolating the negative battery terminal from the chassis connection to the vehicle. With negative pole mounting the positive battery supply for circuits or actuators within the module is obtained via a built-in connector or directly wired from the positive battery auxiliary post connection.
Low voltage DC disconnect contactors for vehicle batteries are usually integrated with the battery and ignition system of the vehicle via a loom-wired connector and suitable interface/drive circuit.
In one application, these types of disconnect contactor are used to good effect during deep-sea shipment of vehicles to delivery agents or dealers abroad. The vehicle battery is automatically disconnected in transit with the ignition off, thus minimising current drain. This enables the battery to have sufficient residual capacity to start the engine even after many weeks in transit, or if inactive, in storage. This dramatically reduces battery warranty liabilities. On delivery of the vehicle to the dealer or agent, the disconnect contactor or transit relay may be removed and disposed of.
Modular battery disconnect contactor designs fall into two distinct categories. The first is those that are clamped on the battery pole but are larger than the battery recess space, and the second those that are clamped on the battery pole and occupy the battery recess space. Battery pole sizes, offset heights and recess spaces are defined by international battery specifications, in particular BS 3911 and DIN 72311.
In a first aspect the present invention provides a vehicle battery disconnect switch comprising a first electrically conducting member having a substantially planar portion and an integral connector for connecting to a terminal of the vehicle battery, a second electrically conducting member having a substantially planar portion for connecting to the electrical system of the vehicle, a substantially planar insulating member sandwiched between the substantially planar portions of the first and second members, a fixed contact on one of the first and second members, a movable contact on the other of the first and second members, an actuating device for causing the fixed and movable contacts to close, a housing of electrically insulating material inside which the sandwiched portions of the first and second electrically conducting members and insulating member are located, a third connector for connection to the ignition circuit of the vehicle, and actuator drive circuitry having an input coupled to the third connector, the actuator drive circuitry being arranged to sense, and cause the actuating device to close the fixed and movable contacts, when the vehicle ignition switch is closed.
This enables the provision of a robust non-critical layered construction and may be based on the solid assembly of two strong zinc die castings. The first casting is for the inlet pole clamping section and is integrated with a heavy duty contact switch blade, electronic interface circuit and a solenoid actuator. The second casting carries the switch fixed contact and the outlet pole connection. An insulating separator for isolating the two castings, in effect the open switch, is arranged with good surface coverage areas more than able to withstand the high switching currents and related thermal shocks. Thus a unique robust assembly of these parts can be finally swaged and integrated solidly together within a modular plastics casing and may be capable of being mounted in two orientations within the battery recess space. Thus, in one embodiment, the first and second members are die castings, zinc being a suitable material.
One of the first and second members may have a plurality of projections which extend through apertures in the insulating member, the other of the first and second members and the base of the housing, the projections being swaged to clamp the members to and within the housing.
A typical example of the type of disconnect contactor that is mounted within the battery recess space is shown in US 6040751. The abstract reads as follows. "The battery section switch is switched between a terminal post and a main circuit using a contact arrangement. The contact arrangement can be locked in its closed position via a toggle spring device that acts directly on a free end of a contact spring. The toggle spring is also coupled to the armature of an electromagnetic system which, given excitation, releases the interlock and opens the contact arrangement. Given this battery section switch the onboard network of the vehicle can be quickly switched current free given a collision or given a short circuit in order to reduce the risk of fire or in order to prevent a discharge of the battery given some other malfunction."
This design is used for disconnecting the battery in the event of a collision or as a result of a short circuit fault. The switch is manually locked in its closed position and is releasable via a solenoid driven from a crash fault signal in order to isolate the battery and vehicle safely. This disconnection has to be very fast and reliable being a life threatening function.
In view of the function of this switch module, it will remain within the vehicle for its entire life being always available in the background for instantly disconnecting the battery from a crash fault drive signal. It is not integrated into the vehicle's ignition sequence being manually locked on, nor does it close and open normally during start/run/stop sequences.
There is no mention in this patent of a built in electronic circuit for integrating automatically with the crash fault drive signal, nor controlling or minimising the quiescent current drain when the vehicle is inactive. Another example of this type of disconnect contactor that is mounted within the battery recess space is shown in WO 99/65047. The abstract reads as follows. "The battery master switch has a housing that can be placed on the positive terminal of the battery and a pole terminal (4) that can be jammed tightly onto the positive terminal inside the housing (1 , 2). A fixed disconnecting contact (8) is secured directly to the pole terminal (4) whereby said contact (8) cooperates with a movable disconnecting contact (7). The latter is secured to a contact carrier (6) that is pre-stressed against the fixed disconnecting contact (8) by means of spring energy and which keeps the contact in a closed position during the normal operational state. A connecting conductor is provided in the extension of the contact carrier. Said conductor connects the battery to the vehicle electric system. A disconnecting device, preferably in the form of a cam shaft (33) is used to disconnect the electric circuit of the battery. Said device can be actuated by hand or by means of a motor (38). The master switch is used as a transition switch or a shut down switch enabling the battery to be disconnected when the vehicle is inactive during a relatively long period, thereby preventing the battery from becoming discharged."
In a second aspect, the present invention provides a connector for connecting a conductor to a terminal, the connector comprising a first part arranged to surround a major portion of the terminal, first and second arms projecting outwardly from the first part adjacent opposite ends of the first part, first and second nuts each having first and second internal inclined portions, the first and second inclined portions being arranged to engage outer edges of the first and second arms, the first nut being arranged to act on one side of the first and second arms and the second nut being arranged to act on an opposite side of the first and second arms, and an arrangement for causing the first and second nuts to move closer together or further apart to produce a force acting on the arms to tighten or loosen the first part against the terminal.
The connector uses two tapered wedge nuts that, in one embodiment, are pulled together via a central threaded bolt and thin-walled spacer tube. The latter exerts downward pressure on the unthreaded top-nut from above and the other threaded nut is forced upwardly from below via the threaded bold. The arms which are arranged within the inclines of the wedge nuts are translated inwardly by both nut tapers for clamping the first part around a terminal The thin-walled spacer tube bearing end face minimises fπctional losses during tightening, hence maximising the tensile tightening bolt force In one embodiment the separate top tapered nut and thin-walled spacer may be replaced by a one piece composite casting giving the same functionality A structurally stronger sub-assembly is thereby produced and an economic advantage is obtained in some part by reducing the number of components that have to be assembled
The internal taper angle of the two wedge nuts and the radiused edges of the mating pole clamp casting arms may be optimised to allow and promote considerable translated clamping force required for clamping the various battery pole/base boss height variations encountered in practice The threaded clamping bolt extends through the thin-walled pressure applying spacer tube and the top of the module casing lid The aperture in the module casing lid may be sealed with an 0-rιng in the lid recess to provide an effective splash seal and to prevent dust and moisture from entering the switch contacts or onto the printed circuit board housed within the module
The arms may have spherical projections on their outer edges with which the inner inclined surfaces of the nuts engage This gives precise localised pressure and translation and more consistent leverage geometry and tightening for clamping the arms
Typical pole clamp designs are shown in GB 2287587, EP 0582854 and US 6200173 All these examples use a central pull-up bolt and either a single linear tapered nut pulled up from below, or a conical nut pushed down from above in order to squeeze the two pole clamp jaws inwardly for strong clamping In each case considerable additional friction may be generated between the two related mating surfaces while the bolt head is exerting inward pressure on the two clamping jaw surfaces concerned The single tapered or conical nut is binding tightly This surface interfriction, additional to the thread friction, can mask the extent of any over tightening, if tightening is being achieved manually with a spanner, and cause some stress damage to the terminal or under tightening if a torque limit driven spanner is used as is more usual
In a further, alternative, embodiment of the connector the arrangement for 5 causing the first and second nuts to move closer together or further apart may comprise a bolt or screw having a first threaded portion having a left-hand thread and a second portion having a right-hand thread, the first portion being adjacent the head and having a greater diameter than the second portion, wherein the first nut has a left-hand thread and the second nut a right-hand I0 thread such that on tightening the bolt or screw the nuts are moved towards each other along the threads
In a further aspect the invention provides a vehicle battery disconnect switch comprising a first connector for connecting to a vehicle battery, a second is connector for connecting to the electrical system of the vehicle, an isolating switch connecting the first and second connectors, an electromagnetic actuator for opening and closing the switch, a third connector for connection to the ignition switch of the vehicle, and a sensing and actuating circuit that, in operation, senses closure of the ignition switch and causes the actuator to
20 close the isolating switch when the ignition switch is closed, wherein the actuating device is a solenoid having two coils, the first having a comparatively high wattage and the second a comparatively low wattage, the actuating circuit being arranged, in operation, to initially drive only the first coil for a short period to cause the switch to close and then drive both coils to hold the switch closed
25
Because the disconnect switch interface circuit is interposed between the battery and the floating chassis open connection, and is controlled by the ignition switch state, it is possible for the interface circuit sensing sensitivity to perform a transparent transit relay function at a low quiescent current, typically 30 of the order of 1 milhamp The overall circuit comprises four distinct associated sections and functionality
1) A front end sensing active bridge which, in effect, senses subtle changes in the ignition switch state and floating chassis open condition using 35 about 1 milhamp and also including a time out off delay for disconnection 2) A section for sensing engine start dip voltages and establishing a discrimination threshold for the solenoid 'snatch' and 'hold' changeover states.
3) A power MOSFET section for driving a dual coil solenoid actuator under 'snatch' and 'hold' signals derived from the discriminating section.
4) A number of components fitted around the sensing/interface circuit for achieving robust EMC capability.
By providing an input circuit that senses the ignition switch state the connection/disconnection of the vehicle electrical system may be achieved in a transparent way in that the contactor is switched on and off through the normal ignition sequence in order to perform a connect isolate function without the driver realising it is fitted to the vehicle. Consequently, the vehicle start-run- stop key sequence is normal.
The above and other features and advantages of the invention will be apparent from the following description, by way of example, of embodiments of the invention with reference to the accompanying drawings, in which:
Figure 1 is an exploded perspective diagram of a vehicle battery disconnect switch according to the invention.
Figure 2 is a plan view of the switch of Figure 1 when assembled with the lid and printed circuit board not shown to enable details of the arrangement to be more clearly seen.
Figure 3 is a circuit diagram of a 'snatch' and 'hold' solenoid drive circuit for use in a disconnect switch according to the invention.
Figure 4 is a circuit diagram of an alternative 'snatch' and 'hold' solenoid drive circuit for use in a disconnect switch according to the invention. Figure 5 is an exploded perspective drawing of a connector according to the invention.
Figure 6 is a perspective drawing of an integrated nut and sleeve component for use in the connector of Figure 5.
Figure 7 is a perspective drawing of an alternative screw or use in the connector of Figure 5. Figure 1 is an exploded perspective diagram of a vehicle battery disconnect switch according to the invention. The switch comprises an inlet casting 1 , an insulator 2 and an outlet casting 3. The inlet and outlet castings are typically die cast zinc. The castings 1 and 3 and insulator 2 are clamped within a moulded plastics case 4. The inlet casting 1 has a connector 10 formed integrally therewith, the connector 10 being adapted for clamping onto a vehicle battery terminal. The connector 10 has a cylindrical portion 11 shaped to received a typical vehicle battery terminal and two clamping arms 12 and 13 which, when urged towards each other, cause the cylindrical portion 11 to clamp firmly around the vehicle battery terminal.
The inlet casting 1 has a substantially planar underportion 14 from which project a number of swaging spigots 15. The outlet casting 3 has a substantially planar upper portion 31 , an outlet terminal post 32 which is of the same form as a typical vehicle battery terminal and an upstanding portion 33 which carries a fixed electrical contact 34. The insulator 2 is of substantially planar form and substantially corresponds in area to the planar portions of the first and second castings 1 and 3. The insulator 2 has a number of apertures 21 that are aligned with the spigots 15 of the casting 1. The insulator 2 may be formed of any suitable insulating material such as paper, paper composites or plastic insulating materials. The moulded base 4 of the housing for the switch also has apertures 43 aligned with the spigots 15 of the first casting 1. Thus, to assemble the switch within the moulded base 4 the outlet casting 3 is placed within the moulded base 4 with its apertures 35 aligned with the apertures 43 of the base 4, the insulator is then placed on the planar portion of the casting 3 and the casting 1 then assembled on top to sandwich the insulator 2 between the castings 1 and 3. The spigots 15 then project through the base of the moulding 4 and may be swaged to clamp the castings together and to the moulded base 4. The apertures in the base 4 are surrounded by hollow cylindrical upstands 41 which locate the outlet casing 3 and ensure that there is no electrical contact between the spigots 15 and the planar portion 31 of the outlet casting 3.
A copper alloy moving blade 5 is provided with a moving contact 51 and two fixing screws 52 that clamp the blade 5 to an upstand 17 on the casting 1 via tapped holes 16. A further upstand 19 on the inlet casting 1 provides a stop for the moving blade 5 when the switch is opened. The housing base 4 has a further aperture 42 through which a vehicle battery terminal can be inserted into the cylindrical portion 11 of the connector 10.
A solenoid 6 comprises a coil 61 and plunger 62. The plunger 62 carries a lifter 63 that, in operation, acts on the moving blade 5. The solenoid has pins 64, 65 and 66 for application of an electrical signal to cause the solenoid to operate or release. In this particular embodiment the solenoid 6 is provided with two series connected coils to allow operation in a 'snatch and hold' mode. This is not essential and in certain applications a solenoid with a single coil and appropriate drive could be used. The solenoid 6 also has a spigot (not shown) on the underside of the solenoid frame that is arranged to locate in a pocket 99 in the first casting 1 so that the solenoid 6 is firmly and accurately positioned with respect to the casting 1 and hence the moving blade 5.
A printed circuit board 7 carries a circuit which is arranged to operate the solenoid under desired conditions. The printed circuit board 7 has three pads 71 to which the solenoid pins are connected. The printed circuit board also has two input pads 72 which are connected via a sealed connector 73 having connection pins 76 and 77 to the ignition circuit of the vehicle. The printed circuit board 7 is carried on the inlet casting 1 on an upstand 18 having a threaded aperture into which a fixing screw 74 which passes through the printed circuit board 7 is screwed to clamp the printed circuit board to the casting 1.
An arrangement 8 for urging the clamping arms 12 and 13 towards each other comprises a bolt 81 , an O-ring 82, a steel sleeve 83, a first, upper, unthreaded wedge nut 84 and a second, lower, threaded wedge nut 85.
A moulded lid 9 which snap-fits on the base 4 completes the assembly.
Thus to assemble the disconnect switch, the outlet casting 3 is placed within the moulded base 4 with the apertures 35 located by means of the cylindrical upstands 41 around the apertures in the base case The spacer 2 is placed on top of the planar portion 31 of the outlet casting 3 and the inlet casting 1 is then placed over the insulator 2 with the spigots 15 projecting through the apertures 41 in the moulded base 4 Before placing the outlet casting 3 in the moulded base 4 the fixed contact 34 is affixed to the upstand 33 Similarly, before placing the inlet casting 1 on top of the insulator within the moulded base 4, the moving blade 5 is attached to the upstand 17 with the screws 52, the moving contact 51 having already been assembled to the blade 5 The solenoid 6 is then assembled on the inlet casting 1 so that the steel lifter 63 engages with the moving blade 5 and the spigot (not shown) on the underside of the solenoid 6 engages with the pocket 99 on the casting 1
The printed circuit board 7 is located on the upstand 18 on the inlet casting 1 by means of a screw 74 The outlet pins 64, 65 and 66 of the solenoid are soldered to the connection pads 71 on the printed circuit board while contact pins 76 and 77 of a sealed connector 73 are soldered to connection pads 72 on the printed circuit board 7
The bolt 81 is passed through an aperture 91 in the moulded lid 9 and the 0-rιng 82, steel sleeve 83 and unthreaded wedge nut 84 assembled thereon The lid 9 is then clipped to the base 4 and the threaded nut 85 is offered up to the bolt 81 through the aperture 42 in the base moulding 4 As the bolt 81 is turned the tapered nuts 84 and 85 clamp the clamping arms 12 and 13 That is, as the nuts 84 and 85 are tightened on the bolt 81 they cause the clamping arms 12 and 13 to move closer together to clamp the switch to a terminal of the vehicle battery, loosening the bolt 81 causes the nuts 84 and 85 to move further apart allowing the arms 12 and 13 to move apart and enable the switch to be removed from the battery terminal
Figure 2 is a plan view of the switch when assembled, with the lid and printed circuit board not shown to enable details of the arrangement to be more clearly seen As can be seen from Figure 2, the plunger 62 is urged outwardly by a spring 200 to open the contacts between the fixed contact 34 and the moving contact 51 carried on the moving blade 5 When the solenoid 6 is activated the lifter 63 moves towards the right (as shown in Figure 2) to cause the blade 5 and contact 51 to engage with the contact 34. A contact spring 201 between the lifter 63 and blade 5 assists in maintaining a desired contact force between the moving contact 51 and fixed contact 34.
Thus, the disconnect switch assembly basically comprises a heavy duty copper or copper alloy moving blade 5, secured at one end to a vertical upstand 17 on the inlet casting 1 by means of screws 52 in threaded holes 16 in the upstand 17. As a result, the moving blade 5 lies in a vertical plane clear of the casting top surface. The moving blade 5 is provided with an electrical contact 51 at its opposite end aligned on an axis with its mating fixed contact 34, which is secured on an adjacent vertical upstand 33 of the outlet casting 3.
The inlet and outlet castings 1 and 3 are separated and electrically isolated by a stamped out separator of insulating material 2 that overlaps the two intervening casting surfaces sufficiently to give good isolation and high dielectric breakdown strength. A number of cylindrical spigots 15 on the underside of the upper casting 1 pass through holes in the insulator 2 and clearance holes in the outlet casting 3 and then through the hollow cylindrical upstands 41 surrounding the apertures in the base 4 to form location bosses in the base case moulding 4 enabling the ends of the spigots 15 to be swaged over to give good, solid location of the various parts concerned.
The ends of the spigots 15 are semi-tubular with conical indents which are tightly swaged over sub-flush in clearance counterbores in the outer surface of the base case moulding 4 to give a very strong, robust integrated assembly of the castings, separator and base moulding. Consequently, any torque or lateral loading from the heavy duty cable or outlet pole is translated minimally through the switch thus improving the long-term stability, integrity and isolation of the switching system.
The blade 5 is located within, but not in contact with, a U-shaped steel lifter 63. The lifter 63 runs clear of the blade and upper surface of the casting 1. The forward face of this lifter is slotted to take the collared end of the solenoid actuator plunger 62. Assembled onto the plunger is a push-off spring 200 located between the lifter and the solenoid actuator face. This push-off spring 200 sets the blade and contact open gap position precisely with respect to a small radiused backstop upstand 19 located behind the moving blade and being raised up off the upper surface of the inlet casting 1. Thus the lifter 63 is clear of the inside surface of the main plastic casing 4 in that area when the contacts 34 and 51 are open.
The actuating solenoid 6 is located solidly on the upper surface of the inlet casting 1 at the correct lateral and vertical centre line positions with respect to the moving blade and fixed contact for setting plunger pre-travel and over-travel stroke distances by means of a spigot in the pocket 99 and upstanding walls on the casting 1.
A stronger contact spring 201 compressed against the rear surface of the copper blade 5 is mounted within the U-shaped steel lifter 63. The contact spring is located and retained on semi-sheared spigots, one on the lifter and the other on the moving blade. This contact spring 201 is pre-loaded onto the blade surface and moves with the blade lifter and plunger freely when attracted by the solenoid 6 in order to take up switch pre-travel open gap.
During the actuation stroke when the open contacts 34 and 51 touch and close after pre-travel the plunger 62 moves further until latched to the solenoid stop. At the same time the contact spring 201 is compressed to give a consistent over-travel contact pressure commensurate with the nominal load current and also with higher carrying or starting currents, especially at low temperature, as required in specifications set by vehicle manufacturers.
One important feature of the overall robust, integrated design is the use of solidly riveted isolated castings and a heavy duty switch and a non-adjust drive capability based on a precisely located solenoid actuator. The solenoid actuator may be driven in what is referred to as a 'snatch and hold mode1. The solenoid actuator is then provided with two coil windings for the 'snatch' and 'hold' functions respectively in order to achieve correct, fool-proof operating sequences. In order to achieve this 'snatch and hold' function a customised electronic interface circuit may be incorporated within the switch. On receiving an initiating signal as a result of ignition switch closure the circuit energises the 'snatch' coil momentarily which, having a drive of, for example, 20 watts, easily closes the heavy duty switch against the pressure of the moving blade and related over-travel contact pressure spring located within the lifter within a few milliseconds. At this point in the sequence, the 'snatch' coil drive is removed and the circuit instantly connects to the two coils in series for the holding function but at a much lower power, typically 2 watts, for keeping the switch closed. This produces minimal self heating at nominal voltage. The magnetic hold retention of the solenoid is capable of holding the switch closed even if there is a loading dip in battery drive voltage during normal engine starting sequence. This 'snatch and hold' approach produces reliable operation of the disconnect contactor over a wider battery voltage range than would be possible with a simpler single coil drive. Its low end hold capability extends to a lower battery voltage.
A 'snatch and hold' solenoid drive circuit is shown in Figure 3 that can be used in a vehicle battery disconnect switch of any mechanical construction. This circuit senses operation of the ignition switch. The circuit has a positive rail connected via a pin 302 to the positive terminal of the vehicle battery. It further has an input 303 connected to the negative battery pole and to one side of a switch 310 formed by the fixed and moveable contacts 34 and 51. In practice, this will be connected to the moveable contact 51. A further input 301 is connected to one side of the ignition switch 340, the other side of which is connected to the positive battery terminal. A 'sneak' path from the positive battery terminal to the input 301 exists via 'sneak' loads 341 in the vehicle electrical system and its ignition coil 342. The input pin 301 is connected via the series arrangement of a resister R1 and a resister R2 to a negative common rail 304. The junction of resistors R1 and R2 is connected to a positive input of a comparator 305 via a resistor R20. The series arrangement of three resistors R5, R3 and R4 is connected between the terminal 302 and the negative common 304. The junction of resistors R3 and R4 is connected to a negative input of the comparator 305. The output of the comparator 305 is connected via a diode D3 in series with a resistor R6 to one terminal of a capacitor C1 whose other terminal is connected to the rail 304 A further capacitor C4 is connected in parallel with the capacitor C1 The junction of resistor R6 and capacitor C1 is connected via a resistor R7 to the base of an npn transistor TR 1 A resistor R8 is connected between the base of the transistor TR1 and the negative rail 304, while the emitter of the transistor TR1 is also connected to the negative rail 304 The collector of transistor TR1 is connected via a zener diode D7 in series with a resistor R10 and resistor R9 to the terminal 2 The junction of resistor R9 and resistor R10 is connected to the base of a pnp transistor TR2 The emitter of transistor TR2 is connected to the terminal 2 while its collector is connected via a resistor R11 to the negative supply rail 304 The collector of transistor TR1 is connected via the series arrangement of resistors R13 and R14 to terminal 2 The junction of resistors R13 and R14 are connected to the base electrode of a pnp transistor TR4 The emitter of transistor TR3 is connected to terminal 2 while its collector is connected via a resistor R12 to the negative common 304 The junction of the collector of transistor TR3 and resistor R12 is connected to one side of a capacitor C3 whose other side is connected to the negative common 304 The one side of capacitor C3 is connected via a diode D5 and resistor R18 to the gate electrode of an n channel power field effect transistor TR5 The junction of diode D5 and resistor R18 is connected via a resistor R15 to the negative common 304 The emitter of transistor TR4 is connected to terminal 2 while its collector is connected via a resistor R16 to the negative common 304 and via a resistor R19 to the gate electrode of an n channel power field effect transistor TR6 The collector of transistor TR4 is further connected via a capacitor C5 to the junction of resistors R7 and R8 The source electrode of transistor TR6 is connected via a diode D4 to the negative battery terminal via input 303 The drain electrode of transistor TR6 is connected to the source electrode of transistor TR5 while the drain electrode of transistor TR5 is connected to the junction J2 of the two coils 312 and 31 1 of the solenoid 6 The solenoid comprises a first 'snatch' coil 312 and a second 'hold' coil 311 connected in series between the drain electrode of transistor TR6 J3 and the positive battery terminal J1 via the input 302 A diode D6 is connected in parallel with the coil 312, while a diode D8 is connected in parallel with the coil 311 The solenoid operates the switch 310 which causes the vehicle electrical system to be connected to the battery when the ignition switch is closed
The junction of a zener diode D1 and resistor R17 connected in series across the vehicle battery terminal provides at its junction a negative supply rail 304 for the circuit A schottky diode D2 is connected between terminal 302 and the supply rail 304
In operation, the potential divider formed by resistors R5, R3 and R4 sets a reference voltage on the negative input of the comparator 305, typically about 9 5 volts When the disconnect switch 310 is open and the ignition switch 340 is open the voltage on the positive input of the comparator is set by a potential divider comprising the sneak load 341 , ignition coil 342, resistor R1 and resistor R2 This voltage will be below that set on the negative input of the comparator and, hence, the comparator output will be low Consequently, there are no drive signals available to the 'snatch' and 'hold' solenoid for closing the heavy duty switch 310 It therefore remains open with the chassis floating When the ignition switch 340 is closed the voltage at input 301 is taken to the full battery level and the potential on the positive input on the comparator rises above that on the negative input Consequently, the output of the comparator goes high and charges the timing capacitor made up of capacitors C1 and C4 in parallel As the two potential dividers are now being fed from the same 12 volt battery supply they will vary up and down together, or ratiometrically, thus always preserving a satisfactory 'on' differential voltage irrespective of the actual battery voltage The charge on the time-out capacitor sustains the discrimination section on allowing a normal snatch and hold drive sequence to take place The two solenoid coils finally being connected in series for sustaining or holding the heavy duty switch closed After a successful start-run- stop sequence the ignition input is opened again and the 'snatch' and 'hold' 'off delay finally disconnects the battery from the vehicle safely for low quiescent drain The delay is designed to be of sufficient length that the engine and alternator will have stopped, thus obviating a potentially damaging load dump situation The switch then waits transparently for the next time the ignition is switched on The charge on the time out capacitor, that is C1 and C4 in parallel, feeds a voltage threshold circuit comprising transistors T1 to T4 and zener diode D7 which discriminates the relationship between 'snatch' and 'hold' drives when the ignition is switched on and especially when the battery voltage dips on load during cold engine starting at low temperature. The discrimination threshold may be set by the zener diode D7 at about 8.5 volts.
If the battery is in a good state of charge during 'ignition on' and engine starting its voltage will be well above the preset discrimination threshold of 8.5 volts. Normal signals for snatch and hold sequence will then be passed via the MOSFET drivers TR5 and TR6 to the solenoid for sustaining the heavy duty switch 310 closed.
If, on the other hand, the battery voltage is low and dips, during ignition on and engine starting at low temperatures below the discrimination threshold of 8.5 volts, the circuit only allows the 'snatch' signal via the MOSFET transistors TR5 and TR6 to drive the 'snatch' solenoid coil, thus easily closing and holding the heavy duty switch 310 on. That is, the transistor TR5 is kept in conduction as well as transistor TR6. As a result, transistor TR5 shorts out the 'hold' coil 311 and transistor TR6 drives the 'snatch' coil 312 on.
If, on starting the engine, the battery is in this low voltage, that is substantially discharged, condition the alternator will rapidly supplement the battery voltage quickly raising the voltage well in excess of the 8.5 volt threshold preset. The discrimination circuit then causes the MOSFET drives to revert to the normal holding condition with both solenoid coils connected in series to give minimal hold current drain and self-heating. That is, in this condition transistor TR5 is switched off and transistor TR6 switched on.
Prior to the ignition switch closure the parallel MOSFET transistor, that is transistor TR5, is already on, shorting out the 'hold' coil 311 in readiness for a momentary 'snatch' pulse drive when the ignition switch is subsequently closed. Provided the battery voltage is above the 8.5 volt discrimination threshold the shorted out parallel MOSFET TR5 is released after a brief 'snatch' pulse, typically 30 milliseconds, and the drives revert to the normal holding sequence with both solenoid coils in series
If the battery voltage dips below the threshold of 8 5 volts during engine starting the parallel MOSFET TR5 across the 'hold' coil 31 1 remains in a conductive state shorting out the 'hold' coil 31 1 and the 'snatch' coil 310 now exerts a strong drive on the solenoid 6 using the 'snatch' coil 310 until the discrimination threshold voltage is exceeded and normal 'snatch' and 'hold' control takes over In practice, this 'snatch' coil 310 can hold the switch closed down to about 3 5 volts in the interface circuit after which the MOSFET drivers cease to conduct and drop out This ensures that the heavy duty switch 310 remains closed under all conditions including engine starting provided that the loading dips in battery voltage do not go significantly below 4 5 volts, as is specified by various vehicle manufacturers
The quiescent current being low, only of the order of 1 milliamp, the entire sensing circuit is protected by a simple network of 15 volt zener diode D1 and reverse schottky D2 diode in parallel, both being fed by a current limiting resistor R17 in series with the negative battery line making the circuit impedance relatively high For full EMC protection, to a known industry standard, the sensing circuit must survive large, spurious hostile pulses superimposed on the battery voltage Such pulses are commonly encountered on many vehicle platforms These may range from -150 volts to +150 volts in amplitude, taking into account conditions relating to faulty or open circuit alternators, accidental battery reversal, and two battery jump lead starting
With large spurious negative pulses the reverse schottky diode D2 clamps the circuit to about -0 5 volt, current being limited by the resistor R17 With large positive pulses the schottky diode D2 is open circuit but the zener diode clamps the circuit voltage to a maximum of 18 volts, the limit of the CMOS sensing comparator supply, affording extra protection to the inputs of the comparator 305 in addition to its own built in back-to-back diodes
The most arduous fault condition is the load dump, which is associated with an open circuit alternator capable of generating an inductive pulse of 30 volts amplitude for an exponential time constant period of approximately 350 milliseconds Again, protection is afforded by the 15 volt zener diode D1 clamping the supply voltage to about 18 volts
Various alternative approaches can be adopted for front end ignition sensing with the same 'snatch' and 'hold' drive advantages already outlined with respect to Figure 3 This is especially so if a free unused switch contact and position is available within the ignition switch assembly If the input is not constrained by 'sneak' loads and related unacceptably high battery current drain a simpler input sensing method may be employed using a single comparator as in the 'sneak' immune example detailed above or a dual comparator threshold circuit sustained on with the closure of the modules heavy duty switch This is illustrated in the circuit shown in Figure 4 This circuit is essentially the same as that shown in Figure 3 apart from the ignition sensing portion Also in this example, it is shown referenced to the battery negative terminal rather than the battery positive terminal but this is an arbitrary feature of Figure 3 and Figure 4, either or both could be referenced to either battery terminal
As shown in Figure 4 an input 401 is connected to the negative terminal of the vehicle battery while an input 402 is connected to the positive terminal of the vehicle battery A positive supply rail 404 is derived from the junction of a zener diode D1 and resistor R9 connected in series across the vehicle battery
A dual comparator ignition sensing arrangement is employed using two comparator 405 and 406 The series arrangement of three equal resistors R410, R411 and R412 is connected between the positive supply rail 404 and the battery negative terminal The junction of resistors R410 and 411 is connected to the negative input of comparator 405 while the junction of resistors 41 1 and 412 is connected to the positive input of comparator 406 An input 403 which is connected to one side of the ignition switch is connected via a resistor R1 to the positive input of comparator 405 and the negative input of comparator 406 The outputs of comparator 405 and 406 are connected to resistors R8 via diodes D3 and D4 respectively
When the ignition switch is operated in a first position it connects input 403 to the negative battery terminal causing the output of comparator 406 to go high and if turned to its second position will connect input 403 to the positive battery terminal causing the output of comparator 405 to go high In either case this will cause the solenoid to be driven and the switch to be closed until the ignition switch is opened
A purpose of this invention is to enable the provision of a transit relay disconnect contactor which minimises the quiescent battery drain It allows trouble free, transparent operation during long deep-sea shipments of vehicles to many different countries around the world even if the vehicle is inactive for a considerable period of time, for example, several weeks
Part of the transparent operation capability is the fitment of the transit relay on the vehicle battery, its internal interface circuit being linked into the normal ignition sequence allowing simple, trouble free, foolproof start-run-off vehicle control If the transit relay was not fitted to the vehicles during deep-sea shipments permanent 'sneak' loads connected directly across the battery would discharge it in a matter of two to three weeks, especially if it is inactive The current drain generally lies between 10 and 40 milliamps, depending on the type and size of the vehicle and the battery capacity concerned It is possible to achieve full transit relay transparent control with these normal 'sneak' loads effectively disconnected or at least drastically reduced The transit relay interface circuit is interposed between the battery and the floating chassis open connection, controlled by the ignition switch state and opened by the built in heavy duty disconnect contactor Thus, it is possible for the interface circuitry sensing sensitivity to be tailored to perform the transparent transit relay function over the entire rigorous specification for voltage and temperature in a foolproof way even at drastically reduced quiescent current levels of only about 1 milliamp
As described, the overall circuit in both Figure 3 and Figure 4 comprises four distinct associated sections and functionality
1) A front end sensing active bridge 350 which, in effect, senses subtle changes in the ignition switch state and floating chassis open conditions at about 1 milliamp consumption and also includes a time-out off delay for disconnection 2) The threshold discriminator 351 for sensing voltages caused by starting the engine and establishing a discriminating threshold for the solenoid snatch and hold changeover states.
3) The power MOSFET section 352 for driving the dual coil solenoid actuator under snatch and hold signals derived from the middle section.
4) The necessary components 353 around the sensing/interface circuit for achieving robust EMC capability now demanded by many vehicle manufacturers. In addition, protection diode D4 provides EMC protection for the MOSFET drivers.
The circuit also contains a delay off timer section 354 that ensures that the switch 310 is not opened until after the engine and alternator have stopped, to obviate a potentially damaging load dump situation.
Figure 5 is an exploded perspective diagram of the clamping arrangement for clamping the switch onto a vehicle battery terminal. Figure 5 shows a battery pole 300 to which the switch is to be clamped. The casting 1 carrying the battery connector is placed so that the internal cylindrical portion 1 1 surrounds the battery pole 300. The bolt 81 passes through the steel sleeve 83 and tapered wedge nut 84 which is placed on top of the arms 12 and 13. The tapered wedge nut 85 is placed below the arms 12 and 13. The bolt is then screwed into the lower tapered wedge nut causing the two nuts 84 and 85 to move closer together. The inclined portions of the nuts 84 and 85 act on the upper and lower edges of the arms 12 and 13. This causes a translational force urging the two arms 12 and 13 towards each other. This arrangement minimises any twisting forces on the arms 12 and 13 since the two nuts 84 and 85 act equally against the outer edges of the top and bottom of the arms 12 and 13.
The pole clamping method employed uses two tapered wedge nuts pulled together via a central bolt and thin-walled spacer tube that exerts pressure centrally downwardly on the unthreaded nut 84 from above and the other, threaded, nut 85 upwardly from below. The pole clamp casting arms 12 and 13 between the two nuts are strongly translated inwardly by both nut tapers, that is a total of four in all for clamping on the battery pole. The centrally applied pressure via the threaded bolt and thin-walled spacer tube results in lower applied friction and more consistent torque tightening. The internal taper angle of the two wedge nuts and the radiused edges of the mating pole clamp casting arms 12 and 13 at top and bottom on both sides may be optimised to allow and promote considerable translated clamping pressure inwardly as required for the various battery pole base boss height variations encountered in practice.
A number of modifications may be made to this basic principle. For example, the steel sleeve 83 and tapered wedge nut 84 may be replaced by a composite sleeve and wedge nut assembly 86 illustrated in Figure 6. This single casting enables a reduction in the number of components needed to be assembled and is also structurally stronger.
A further alternative is illustrated in Figure 7 where the bolt 81 is replaced by a composite bolt 87, having a left-hand threaded portion 88 and a right-hand threaded portion 89. The portion 88 has a larger diameter than the portion 89. so that the left-hand threaded nut 84 can pass over the right-hand threaded portion. The right-hand threaded wedge nut 85 is assembled on portion 89 in a normal manner. As a result, on rotating the bolt the upper and lower threaded nuts will move in opposite directions enabling clamping and loosening of the clamping arms 12 and 13.
A further independent modification of the arrangement may be made by providing spherical projections on the upper and lower outer edges of the arms 12 and 13. This enables the wedge nuts 84 and 85 to form a substantially point contact with the clamping arms 12 and 13. This reduces frictional forces and enables a more consistent clamping force to be obtained when tightening the bolt 81.

Claims

CLAIMS A vehicle battery disconnect switch comprising a first electrically conducting member having a substantially planar portion and an integral connector for connecting to a terminal of the vehicle battery, a second electrically conducting member having a substantially planar portion for connecting to the electrical system of the vehicle, a substantially planar insulating member sandwiched between the substantially planar portions of the first and second members, a fixed contact on one of the first and second members, a movable contact on the other of the first and second members, an actuating device for causing the fixed and movable contacts to close, a housing of electrically insulating material inside which the sandwiched portions of the first and second electrically conducting members and insulating member are located, a third connector for connection to the ignition circuit of the vehicle, and actuator drive circuitry having an input coupled to the third connector, the actuator drive circuitry being arranged to sense, and cause the actuating device to close the fixed and movable contacts, when the vehicle ignition switch is closed
A switch as claimed in Claim 1 in which the first and second members are die castings
A switch as claimed in Claims 1 or 2 wherein one of the first and second members has a plurality of projections which extend through apertures in the insulating member, the other of the first and second members, and a base of the housing, the projections being swaged to clamp the members to and within the housing
A switch as claimed in any preceding claim in which the integral connector comprises a first part arranged to surround a major portion of a terminal of the battery, first and second arms projecting outwardly from the first part adjacent opposite ends of the first part, first and second nuts each having first and second internal inclined portions, the first and second inclined portions being arranged to engage outer edges of the first and second arms, the first nut being arranged to act on one side of the first and second arms and the second nut being arranged to act on an opposite side of the first and second arms, and an arrangement for causing the first and second nuts to move closer together or further apart to produce a force acting on the arms to tighten or loosen the first part against the battery terminal.
5. A switch as claimed in Claim 4 in which the arms have spherical projections on their outer edges with which the inner inclined surfaces of the nuts engage.
6. A switch as claimed in Claims 4 or 5 in which the arrangement comprises a screw, one of the nuts being threaded and the other having a clearance hole, the screw head acting on the other nut via a thin walled sleeve.
7. A switch as claimed in Claim 6 in which the sleeve is formed integrally with the other nut.
8. A switch as claimed in any preceding claim in which the insulating member is of a plastics material.
9. A switch as claimed in any of Claims 1 to 7 in which the insulating member is paper or a paper composite.
10. A switch as claimed in any preceding claim in which the second electrically conductive member is formed with an integral terminal of the same form as a vehicle battery terminal.
11. A switch as claimed in any preceding claim in which the fixed contact is mounted on the second member.
A switch as claimed in any preceding claim in which the actuator is mounted on the first member
A switch as claimed in Claim 12 in which the actuator drive circuitry comprises a printed circuit mounted on the first member
A switch as claimed in any preceding claim in which the housing comprises a base member and a lid, the lid being a snap fit on the base
A switch as claimed in Claim 14 in which the base and lid are plastics mouldings
A switch as claimed in Claim 15 in which the third connector is formed within a plastics moulding that is held between the base and lid mouldings
A connector for connecting a conductor to a terminal, the connector comprising a first part arranged to surround a major portion of the terminal, first and second arms projecting outwardly from the first part adjacent opposite ends of the first part, first and second nuts each having first and second internal inclined portions, the first and second inclined portions being arranged to engage outer edges of the first and second arms, the first nut being arranged to act on one side of the first and second arms and the second nut being arranged to act on an opposite side of the first and second arms, and an arrangement for causing the first and second nuts to move closer together or further apart to produce a force acting on the arms to tighten or loosen the first part against the terminal
A connector as claimed in Claim 17 in which the arms have spherical projections on their outer edges with which the inner inclined surfaces of the nuts engage
19. A connector as claimed in Claims 17 or 18 in which the arrangement comprises a bolt or screw, one of the nuts being threaded and the other having a clearance hole, the bolt or screw head acting on the other nut via a thin walled sleeve.
20. A connector as claimed in Claim 19 in which the sleeve is formed integrally with the other nut.
21. A connector as claimed in Claim 17 or18 in which the arrangement comprises a bolt or screw having a first threaded portion having a left hand thread and a second portion having a right hand thread, the first portion being adjacent the head and having a greater diameter than the second portion, wherein the first nut has a left hand thread and the second nut has a right hand thread such that on tightening the bolt or screw the nuts are moved towards each other along the threads.
22. A connector as claimed in any of Claims 17 to 21 arranged to connect a conductor to a vehicle battery terminal wherein the internal shape and dimensions of the first part are complementary to those of a vehicle battery terminal.
23. A vehicle battery disconnect switch comprising a first connector for connecting to a vehicle battery, a second connector for connecting to the electrical system of the vehicle, an isolating switch connecting the first and second connectors, an electromagnetic actuator for opening and closing the switch, a third connector for connection to the ignition switch of the vehicle, and a sensing and actuating circuit that, in operation, senses closure of the ignition switch and causes the actuator to close the isolating switch when the ignition switch is closed, wherein the actuating device is a solenoid having two coils, the first having a comparatively high wattage and the second a comparatively low wattage, the actuating circuit being arranged, in operation, to initially drive only the first coil for a short period to cause the switch to close and then drive both coils to hold the switch closed
A switch as claimed in Claim 23 in which the actuating circuit comprises a time delay circuit that is arranged to cause the switch to open a given time after the ignition switch is opened
A switch as claimed in Claims 23 or 24 in which the actuating circuit comprises a sensing circuit comprising a comparator for comparing a fixed divided battery voltage with a voltage derived from sneak paths through the vehicle electrical system when the ignition switch is open and from the battery voltage when the ignition switch is closed, the comparator being arranged to produce a drive signal when the ignition switch is closed
A switch as claimed in Claims 23 or 24 in which the actuating circuit comprises a sensing circuit comprising a window comparator for comparing a fixed divided battery voltage with the voltage at the ignition switch and producing a drive output when the ignition switch is closed in one of two positions, the first providing a negative battery potential and the second a positive battery potential
A switch as claimed in any of Claims 23 to 26 in which the actuating circuit comprises first and second solid state switches, the first solid state switch being connected in parallel with the second coil and the second solid state switch being connected in series with the first and second coils across the battery terminals
A switch as claimed in Claim 27 in which the actuating circuit drives the first and second solid state switches such that the first solid state switch is conductive for a short period after the second switch becomes conductive and then becomes non conductive
29. A switch as claimed in Claim 28 in which the first solid state switch is driven to become conductive if the battery voltage drops below a preset value.
30. A switch as claimed in any of Claims 27 to 29 in which the solid state switches are power MOSFETs.
PCT/GB2005/003380 2004-09-01 2005-09-01 Switch and connector WO2006024855A1 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB0419382A GB0419382D0 (en) 2004-09-01 2004-09-01 Contactors
GB0419382.7 2004-09-01
GB0509353.9 2005-05-09
GB0509353A GB0509353D0 (en) 2004-09-01 2005-05-09 Contactors

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WO2006024855A1 true WO2006024855A1 (en) 2006-03-09

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PCT/GB2005/003380 WO2006024855A1 (en) 2004-09-01 2005-09-01 Switch and connector

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WO (1) WO2006024855A1 (en)

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US7990239B2 (en) 2009-05-08 2011-08-02 M&Fc Holding, Llc Electricity meter contact arrangement
US8040664B2 (en) 2008-05-30 2011-10-18 Itron, Inc. Meter with integrated high current switch
US8130064B2 (en) 2008-08-01 2012-03-06 Tyco Electronics Corporation Switching device
US8203403B2 (en) 2009-08-27 2012-06-19 Tyco Electronics Corporation Electrical switching devices having moveable terminals
US8222981B1 (en) 2011-01-18 2012-07-17 Tyco Electronics Corporation Electrical switching device
US8279027B2 (en) 2009-05-08 2012-10-02 Sensus Spectrum Llc Magnetic latching actuator
US8564386B2 (en) 2011-01-18 2013-10-22 Tyco Electronics Corporation Electrical switching device
US8890711B2 (en) 2009-09-30 2014-11-18 Itron, Inc. Safety utility reconnect
US9005423B2 (en) 2012-12-04 2015-04-14 Itron, Inc. Pipeline communications
DE202015100147U1 (en) * 2015-01-14 2015-11-23 Bremi Fahrzeug-Elektrik Gmbh + Co. Kg Battery terminal for a motor vehicle
US10343545B2 (en) 2016-01-15 2019-07-09 Trumpet Holdings, Inc. Systems and methods for separating batteries

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US8040664B2 (en) 2008-05-30 2011-10-18 Itron, Inc. Meter with integrated high current switch
US8130064B2 (en) 2008-08-01 2012-03-06 Tyco Electronics Corporation Switching device
US7990239B2 (en) 2009-05-08 2011-08-02 M&Fc Holding, Llc Electricity meter contact arrangement
US8279027B2 (en) 2009-05-08 2012-10-02 Sensus Spectrum Llc Magnetic latching actuator
US8203403B2 (en) 2009-08-27 2012-06-19 Tyco Electronics Corporation Electrical switching devices having moveable terminals
US8890711B2 (en) 2009-09-30 2014-11-18 Itron, Inc. Safety utility reconnect
US8222981B1 (en) 2011-01-18 2012-07-17 Tyco Electronics Corporation Electrical switching device
US8564386B2 (en) 2011-01-18 2013-10-22 Tyco Electronics Corporation Electrical switching device
US9005423B2 (en) 2012-12-04 2015-04-14 Itron, Inc. Pipeline communications
DE202015100147U1 (en) * 2015-01-14 2015-11-23 Bremi Fahrzeug-Elektrik Gmbh + Co. Kg Battery terminal for a motor vehicle
US10343545B2 (en) 2016-01-15 2019-07-09 Trumpet Holdings, Inc. Systems and methods for separating batteries

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GB2417832B (en) 2007-07-18
GB0517796D0 (en) 2005-10-12

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