Vehicle low-voltage electric control system and bidirectional electric vehicle

Abstract

The invention provides a vehicle low-voltage electric control system and a two-way electric vehicle. The vehicle low-voltage electric control system comprises a first control circuit and a second control circuit, and each of the first control circuit and the second control circuit comprises a low-voltage activation switch, a low-voltage power-off switch, a low-voltage electric activation relay and a low-voltage electric power-off relay, the low-voltage activation switch, a first normally closed contact of the low-voltage power-off relay and the low-voltage activation relay are connected in series between the normalizing power supply and the grounding end to form a power-on branch; the normalizing power supply is connected to a vehicle low-voltage power distribution system through a first normally open contact of the low-voltage electric activation relay; the low-voltage power-off switch and the low-voltage power-off relay are connected in series between the normalizing power supply and the grounding end to form a power-off branch; the non-grounding end of the low-voltage electric activation relay of the first control circuit is connected with the non-grounding end of the low-voltage electric activation relay of the second control circuit.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control, and in particular to a vehicle low-voltage electric control system and a bidirectional electric vehicle. Background Art

[0002] With the continuous development of new energy vehicles, and in order to solve problems such as urban traffic congestion, a new type of multi-unit bidirectional tram has emerged. Here, the tram needs to distribute power to the vehicle in the manner of first low-voltage power-on and then high-voltage power-on to make the vehicle components work. After that, the whole vehicle is powered off by first shutting down the working parts of the vehicle, then high-voltage power-off, and then low-voltage power-off. Low-voltage power-on is the basis for the subsequent power-on process and the guarantee for the operation of the vehicle. Low-voltage power-off is the last step to ensure normal power-off. It can be seen that in the process of powering on and off the whole vehicle of the tram, the activation, power-off and protection of low-voltage electricity are very important for vehicle control.

[0003] Bidirectional trams are usually designed to be bidirectionally drivable. There is an urgent need in the art for a vehicle low-voltage power control technology to control the power-on and power-off process of the bidirectional tram's low-voltage power, making the power-on and power-off process of the bidirectional tram's low-voltage power safer and more flexible, thereby ensuring the safe operation of the vehicle. Summary of the invention

[0004] A brief summary of one or more aspects is given below to provide a basic understanding of these aspects. This summary is not an exhaustive overview of all conceived aspects, and is neither intended to identify the key or critical elements of all aspects nor to define the scope of any or all aspects. Its only purpose is to give some concepts of one or more aspects in a simplified form as a prelude to a more detailed description that will be given later.

[0005] The present invention provides a vehicle low-voltage electricity control system and a bidirectional tram. The vehicle low-voltage electricity control system is used to control the power-on and power-off processes of the low-voltage electricity of the bidirectional tram. Redundancy and protection control of the low-voltage electricity are achieved by connecting control circuits symmetrically arranged in the double-end car heads of the bidirectional tram, making the power-on and power-off processes of the low-voltage electricity of the bidirectional tram safer and more flexible, thereby ensuring the safe operation of the vehicle.

[0006] Specifically, the above-mentioned vehicle low-voltage electrical control system provided according to the first aspect of the present invention includes a first control circuit and a second control circuit, and the first control circuit and the second control circuit each include: a low-voltage activation switch, a low-voltage power-off switch, a low-voltage electrical activation relay and a low-voltage electrical power-off relay, wherein the low-voltage activation switch, the first normally closed contact of the low-voltage electrical power-off relay, and the low-voltage electrical activation relay are connected in series between the normal ignition power supply and the ground terminal to form an upper power branch; the normal ignition power supply is connected to the vehicle low-voltage power distribution system through the first normally open contact of the low-voltage electrical activation relay; the low-voltage power-off switch and the low-voltage electrical power-off relay are connected in series between the normal ignition power supply and the ground terminal to form a lower power branch; the non-grounded end of the low-voltage electrical activation relay of the first control circuit is connected to the non-grounded end of the low-voltage electrical activation relay of the second control circuit.

[0007] Preferably, in an embodiment of the present invention, the non-grounded end of the low-voltage power-off relay of the first control circuit is connected to the non-grounded end of the low-voltage power-off relay of the second control circuit.

[0008] Preferably, in an embodiment of the present invention, the low-voltage activation switch is connected in parallel with a second normally open contact of a low-voltage electrical activation relay, and is activated by the low-voltage electrical activation relay to close the second normally open contact.

[0009] Preferably, in an embodiment of the present invention, the non-grounded terminal of the low-voltage electrical activation relay of the first control circuit and / or the second control circuit is also coupled to the high-voltage system power-on completion signal terminal.

[0010] Preferably, in one embodiment of the present invention, the non-grounded end of the low-voltage electric activation relay of the first control circuit and / or the second control circuit is coupled to the high-voltage system power-on completion signal end via a diode, and the high-level signal output by the high-voltage system power-on completion signal end flows to the non-grounded end of the low-voltage electric activation relay via the diode.

[0011] Preferably, in one embodiment of the present invention, the first control circuit and the second control circuit also include a cab occupancy signal terminal, an occupancy relay and a third normally open contact of the occupancy relay, and the third normally open contact is connected in series in the lower power branch and is activated by the occupancy relay to close the third normally open contact.

[0012] Preferably, in one embodiment of the present invention, the first control circuit and the second control circuit also include a vehicle speed signal terminal, a zero-speed relay and a fourth normally open contact of the zero-speed relay, and the fourth normally open contact is connected in series in the lower power branch and is activated by the zero-speed relay to close the fourth normally open contact.

[0013] In addition, according to the above-mentioned bidirectional tram provided by the second aspect of the present invention, the first control circuit and the second control circuit of the vehicle low-voltage electrical control system provided by any of the above-mentioned embodiments are symmetrically distributed in the double-end head of the bidirectional tram. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The above features and advantages of the present invention can be better understood after reading the detailed description of the embodiments of the present disclosure in conjunction with the following drawings. In the drawings, the components are not necessarily drawn to scale, and components with similar related properties or features may have the same or similar reference numerals.

[0015] Figure 1 A circuit diagram of a vehicle low-voltage electrical control system provided according to some embodiments of the present invention is shown.

[0016] Reference numerals:

[0017] 100: Vehicle low voltage electrical control system;

[0018] 110, 120: MC car;

[0019] 130: TP car;

[0020] 140: Vehicle low voltage power distribution system;

[0021] A, A': Normal fire power supply;

[0022] B, B': High voltage system power-on completion signal terminal;

[0023] C, C': cab occupancy signal terminal;

[0024] D, D': diode;

[0025] E, E': vehicle speed signal terminal;

[0026] K1, K1': low voltage electrically activated relay;

[0027] K2, K2': low voltage power off relay;

[0028] K3, K3': Occupancy relay;

[0029] K4, K4': zero speed relay;

[0030] K1-1, K1'-1: First normally open contact;

[0031] K1-2, K1'-2: The second normally open contact;

[0032] K2-1, K2'-1: First normally closed contact;

[0033] K3-1, K3'-1: The third normally open contact;

[0034] K4-1, K4'-1: The fourth normally open contact;

[0035] S0, S0': low voltage activated switch; and

[0036] S1, S1': Low voltage power off switch. DETAILED DESCRIPTION

[0037] The present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments. Note that the aspects described below in conjunction with the accompanying drawings and specific embodiments are only exemplary and should not be construed as limiting the scope of protection of the present invention in any way.

[0038] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0039] In addition, the terms "upper", "lower", "left", "right", "top", "bottom", "horizontal" and "vertical" used in the following description should be understood as the directions shown in the paragraph and the related drawings. Such relative terms are only used for the convenience of description and do not mean that the device described therein must be manufactured or operated in a specific direction, and therefore should not be understood as limiting the present invention.

[0040] It is understood that although the terms "first", "second", "third", etc. may be used herein to describe various components, regions, layers and / or parts, these components, regions, layers and / or parts should not be limited by these terms, and these terms are only used to distinguish different components, regions, layers and / or parts. Therefore, the first component, region, layer and / or part discussed below may be referred to as a second component, region, layer and / or part without departing from some embodiments of the present invention.

[0041] The present invention provides a vehicle low-voltage electricity control system and a bidirectional tram. The vehicle low-voltage electricity control system is used to control the power-on and power-off processes of the low-voltage electricity of the bidirectional tram. Redundancy and protection control of the low-voltage electricity are achieved by connecting control circuits symmetrically arranged in the double-end car heads of the bidirectional tram, making the power-on and power-off processes of the low-voltage electricity of the bidirectional tram safer and more flexible, thereby ensuring the safe operation of the vehicle.

[0042] In some non-limiting embodiments, the vehicle low-voltage electrical control system provided by the first aspect of the present invention may be distributed in the bidirectional electric vehicle provided by the second aspect of the present invention.

[0043] Please refer to Figure 1 , Figure 1 A circuit diagram of a vehicle low-voltage electrical control system provided according to some embodiments of the present invention is shown.

[0044] exist Figure 1 In the illustrated embodiment, the vehicle low-voltage electric control system 100 can be distributed in a three-unit two-way new electric train. The three-unit two-way new electric train can include an MC car (a motor car with a cab) 110, an MC car 120, and a TP car (a trailer with a pantograph) 130, and the MC car 110 and the MC car 120 are symmetrical to each other. The first control circuit and the second control circuit of the vehicle low-voltage electric control system 100 can be symmetrically distributed in the MC car 110 and the MC car 120 of the electric train, respectively.

[0045] Those skilled in the art will understand that the formation of the three-unit bidirectional new tram and the distribution setting of the vehicle's low-voltage electrical control system are only a non-restrictive implementation method provided by the present invention, which is intended to clearly demonstrate the main concept of the present invention and provide some specific solutions that are convenient for the public to implement, rather than to limit the scope of protection of the present invention.

[0046] The first control circuit of the vehicle low-voltage power control system 100 distributed in the MC car 110 may include a low-voltage activation switch S0, a low-voltage power-off switch S1, a low-voltage power activation relay K1, and a low-voltage power-off relay K2. The low-voltage power activation relay K1 may include a first normally open contact K1-1, and the low-voltage power-off relay may include a first normally closed contact K2-1. Correspondingly, the second control circuit distributed in the MC car 120 may also include a low-voltage activation switch S0', a low-voltage power-off switch S1', a low-voltage power activation relay K1', and a low-voltage power-off relay K2'.

[0047] Please continue to refer to Figure 1 Taking the first control circuit of the vehicle low-voltage power control system 100 distributed in the MC car 110 as an example, the low-voltage activation switch S0, the first normally closed contact K2-1 of the low-voltage power off relay, and the low-voltage power activation relay K1 can be connected in series between the normal ignition power supply A and the ground terminal to form a power-on branch. The normal ignition power supply A can be connected to the vehicle low-voltage power distribution system 140 through the first normally open contact K1-1 of the low-voltage power activation relay K1. Preferably, the normal ignition power supply A can be a 24V vehicle permanent power supply, which can be used to provide initial power for the first control circuit.

[0048] In this way, through the closing of the low-voltage activation switch S0, the normally-ignited power supply A supplies power to the low-voltage power activation relay K1 through the power-on branch, and the coil of the low-voltage power activation relay K1 is energized to control the first normally-open contact K1-1 of the low-voltage power activation relay K1 to close. Afterwards, through the closing of the first normally-open contact K1-1, the normally-ignited power supply A distributes power to the vehicle low-voltage power distribution system 140, thereby realizing the low-voltage power-on of the vehicle.

[0049] Please continue to refer to Figure 1 The low voltage power-off switch S1 and the low voltage power-off relay K2 can be connected in series between the normal fire power supply A and the ground terminal to form a power-off branch. The low voltage power-off switch S1 can be a normally open self-resetting contact switch.

[0050] In this way, through the closing of the low-voltage power-off switch S1, the normal ignition power supply A supplies power to the low-voltage power-off relay K2 through the power-off branch, and the coil of the low-voltage power-off relay K2 is energized to control the first normally closed contact K2-1 of the low-voltage power activation relay K1 to be disconnected. Through the disconnection of the first normally closed contact K2-1, the low-voltage power activation relay K1 loses the power supply of the normal ignition power supply A, and the first normally open contact K1-1 of the low-voltage power activation relay K1 returns to the normally open state, thereby realizing the low-voltage power-off function of the whole vehicle.

[0051] In addition, the non-grounded end of the low-voltage electrical activation relay K1 of the first control circuit of the vehicle low-voltage electrical control system 100 distributed in the MC car 110 can also be connected to the non-grounded end of the low-voltage electrical activation relay K1 ′ of the second control circuit distributed in the MC car 120 .

[0052] Here, taking the first control circuit distributed in the MC car 110 as an example, by closing the low-voltage activation switch S0, the normal ignition power supply A can not only power the low-voltage electric activation relay K1, but also power the low-voltage electric activation relay K1' of the second control circuit distributed in the MC car 120 through a circuit connecting the non-grounded end of the low-voltage electric activation relay K1 of the first control circuit with the non-grounded end of the low-voltage electric activation relay K1' of the second control circuit.

[0053] In this way, the low-voltage electrical activation relay K1' of the second control circuit can also be powered, so that the first normally open contact K1'-1 of the low-voltage electrical activation relay K1' of the second control circuit can be controlled to close. The normally ignited power supply A' of the second control circuit supplies power to the vehicle low-voltage power distribution system 140 through the closed first normally open contact K1'-1, so as to realize the two-terminal low-voltage power-on of the vehicle.

[0054] Furthermore, by connecting the non-grounded end of the low-voltage electrical activation relay K1 of the first control circuit with the non-grounded end of the low-voltage electrical activation relay K1' of the second control circuit, redundant connection of the power-on branch can be achieved. When a fault or problem occurs in the power-on branch of the first control circuit distributed in the MC car 110, for example, when the coil of the low-voltage electrical activation relay K1 of the first control circuit cannot be normally attracted, the low-voltage power-on of the entire vehicle can still be achieved through the power-on branch of the second control circuit distributed in the MC car 120. Through the redundantly connected power-on branch, the vehicle low-voltage electrical control system 100 can ensure that the control of the low-voltage electricity will not fail when the vehicle is activated and running, avoid causing the vehicle to lose control, and ensure the safe operation of the vehicle.

[0055] Preferably, if Figure 1 As shown, the non-grounded end of the low-voltage power cut-off relay K2 of the first control circuit distributed in the MC car 110 can also be connected to the non-grounded end of the low-voltage power cut-off relay K2 ′ of the second control circuit distributed in the MC car 120 .

[0056] Here, taking the first control circuit distributed in the MC car 110 as an example, by closing the low-voltage power-off switch S1, the normal fire power supply A can not only activate the low-voltage power-off relay K2, but also activate the low-voltage power-off relay K2' of the second control circuit distributed in the MC car 120 through a circuit connecting the non-grounded end of the low-voltage power-off relay K2 of the first control circuit with the non-grounded end of the low-voltage power-off relay K2' of the second control circuit.

[0057] By driving the coils of the low-voltage power-off relay K2 and the low-voltage power-off relay K2' to be attracted, the first normally closed contact K2-1 of the low-voltage power-off relay K2 and the first normally closed contact K2'-1 of the low-voltage power-off relay K2' are disconnected, so that the low-voltage power-on relays K1 and K1' lose power supply, and the first normally open contacts K1-1 and K1'-1 of the low-voltage power-on relays K1 and K1' return to the normally open state, thereby realizing the low-voltage power-off function of the entire vehicle at either end of the vehicle.

[0058] In addition, by connecting the non-grounded end of the low-voltage power-off relay K2 of the first control circuit with the non-grounded end of the low-voltage power-off relay K2' of the second control circuit, redundant connection of the power-off branch can be achieved. When a power-off branch at one end fails, the low-voltage power-off relays of the first control circuit and the second control circuit can still be activated through the power-off branch at the other end, thereby achieving low-voltage power-off of the entire vehicle.

[0059] For further information, please refer to Figure 1The low-voltage electrical activation relays K1 and K1' of the first control circuit and the second control circuit may also include second normally open contacts K1-2 and K1'-2. Taking the first control circuit of the vehicle low-voltage electrical control system 100 distributed in the MC vehicle 110 as an example, the low-voltage activation switch S0 is connected in parallel with the second normally open contact K1-2 of the low-voltage electrical activation relay K1.

[0060] Here, after the low-voltage electric activation relay K1 is activated, in addition to closing the first normally open contact K1-1, the second normally open contact K1-2 is also closed. In this way, the low-voltage electric activation relay K1 and the second normally open contact K1-2 are interlocked. Even if the low-voltage activation switch S0 is released, the coil of the low-voltage electric activation relay K1 can still remain electrically attracted, thereby ensuring that the vehicle is in a low-voltage power-on state. Optionally, the low-voltage activation switch S0 can be a normally open self-resetting contact switch.

[0061] Furthermore, the circuit connecting the non-grounded end of the low-voltage electric activation relay K1 of the first control circuit and the non-grounded end of the low-voltage electric activation relay K1' of the second control circuit cooperates with this interlocking setting to realize the operation of the power-on branches at both ends of the vehicle being driven simultaneously.

[0062] Specifically, after the normal ignition power supply A activates the low-voltage electrical activation relay K1 of the first control circuit and the low-voltage electrical activation relay K1' of the second control circuit, the first normally open contact K1-1 and the second normally open contact K1-2 of the low-voltage electrical activation relay K1 of the first control circuit are closed, and the first normally open contact K1'-1 and the second normally open contact K1'-2 of the low-voltage electrical activation relay K1' of the second control circuit are closed, thereby realizing the interlocking of the low-voltage electrical activation relay at both ends and its second normally open contact. If there is a problem with the low-voltage power-on branch at one end after the whole vehicle is powered on, the low-voltage power-on branch at the other end can still ensure the low-voltage power-on of the whole vehicle, so that the operation of the vehicle is not affected.

[0063] Furthermore, in the preferred embodiment, through the circuit in which the non-grounded end of the low-voltage power-off relay K2 of the first control circuit is connected to the non-grounded end of the low-voltage power-off relay K2' of the second control circuit, the vehicle low-voltage power control system 100 can activate the low-voltage power-off relay K2 of the first control circuit and the low-voltage power-off relay K2' of the second control circuit by closing the low-voltage power-off switch S1 in the first control circuit. The first normally closed contact K2-1 of the first control circuit and the first normally closed contact K2'-1 of the second control circuit are disconnected, and the low-voltage power activation relay K1 of the first control circuit and the low-voltage power activation relay K1' of the second control circuit lose power supply, thereby realizing low-voltage power-off of the entire vehicle.

[0064] In addition, after the vehicle completes low-voltage power-on, it will continue to power on the entire vehicle through high-voltage power-on. Therefore, the vehicle low-voltage electrical control system 100 can also couple the non-grounded end of the low-voltage electrical activation relay K1 of the first control circuit to the high-voltage system power-on completion signal terminal B. After the high-voltage system is powered on, the high-voltage system power-on completion signal terminal B outputs a high-level signal to the first control circuit to ensure that when the high-voltage system is powered on, the low-voltage electrical activation relay K1 can be in a coil-engaged state, thereby maintaining the low-voltage power-on of the vehicle. It is further ensured that before the high-voltage system is powered off, the high-voltage power-off will not be caused by misoperation or failure of the power-on branch. Preferably, the high-voltage system power-on completion signal terminal B' can be coupled to the non-grounded end of the low-voltage electrical activation relay K1' of the second control circuit of the vehicle low-voltage electrical control system 100.

[0065] Furthermore, the vehicle low-voltage electrical control system 100 can couple the non-grounded end of the low-voltage electrical activation relay K1 of the first control circuit to the high-voltage system power-on completion signal terminal B via a diode D, and the high-level signal output by the high-voltage system power-on completion signal terminal B flows to the non-grounded end of the low-voltage electrical activation relay K1 via the diode D. Through the setting of the diode D, the vehicle low-voltage electrical control system 100 can reversely cut off the current in the power-on branch and reversely enter the high-voltage system, thereby effectively avoiding the vehicle power failure caused by the circuit failure of the power-on branch.

[0066] In addition, please continue to refer to Figure 1 The first control circuit and the second control circuit of the vehicle low-voltage electrical control system 100 may further include cab occupancy signal terminals C, C' and occupancy relays K3, K3' and third normally open contacts K3-1, K3'-1 of the occupancy relays K3, K3'.

[0067] Taking the first control circuit distributed in the MC vehicle 110 as an example, the cab occupancy signal terminal C is connected to the occupancy relay K3, which is independent of the upper power branch and the lower power branch of the first control circuit. The third normally open contact K3-1 of the occupancy relay K3 can be connected in series in the lower power branch.

[0068] When the cab of the MC vehicle 110 is occupied, the cab occupation signal terminal C sends an occupation signal to the connected occupation relay K3, activating the occupation relay K3, so that the coil of the occupation relay K3 is energized, thereby controlling the third normally open contact K3-1 of the occupation relay K3 to close.

[0069] Through the third normally open contact K3-1 connected in series to the power-down branch, the low-voltage power-down control of the vehicle adds the judgment of whether the cab is occupied. For example, in this embodiment, the connection of the power-down branch of the first control circuit can only be achieved by closing the low-voltage power-off switch S1 in the cab of the MC vehicle 110. Then, by connecting the non-grounded end of the low-voltage power-off relay K2 of the first control circuit with the non-grounded end of the low-voltage power-off relay K2' of the second control circuit, the low-voltage power-off of the entire vehicle is achieved. As a result, the vehicle low-voltage power control system 100 can only control the low-voltage power-off of the vehicle by the control circuit of the front of the vehicle with the cab occupied, thereby avoiding the low-voltage power-off of the vehicle caused by the arbitrary closing of the low-voltage power-off switch S1.

[0070] Furthermore, the first control circuit and the second control circuit of the vehicle low-voltage electrical control system 100 may also include vehicle speed signal terminals E, E' and zero-speed relays K4, K4' and fourth normally open contacts K4-1, K4'-1 of the zero-speed relays K4, K4'.

[0071] Taking the first control circuit distributed in the MC car 110 as an example, the vehicle speed signal terminal E is connected to the zero speed relay K4, which is independent of the upper power branch and the lower power branch of the first control circuit. The fourth normally open contact K4-1 of the zero speed relay K4 is connected in series in the lower power branch.

[0072] When the vehicle speed is zero, the vehicle speed signal terminal E sends a zero speed signal to the zero speed relay K4, activates the zero speed relay K4, and controls the fourth normally open contact K4-1 of the zero speed relay K4 to close.

[0073] Here, the power-off branch may only include the vehicle speed signal terminal E, and the judgment of whether the vehicle speed is zero is added to the low-voltage power-off control of the vehicle via the fourth normally open contact K4-1 connected in series to the power-off branch. The power-off branch can be connected only when the vehicle speed is zero, that is, when the vehicle is stationary, to avoid low-voltage power failure caused by the misoperation of closing the low-voltage power-off switch S1 during vehicle driving.

[0074] The power-down branch may also include a cab occupancy signal terminal C and a vehicle speed signal terminal E. Specifically, through the third normally open contact K3-1 and the fourth normally open contact K4-1 connected in series to the power-down branch, the low-voltage power-down control of the vehicle adds the judgment of whether the cab is occupied and whether the vehicle speed is zero. Only when the vehicle speed is zero, that is, when the vehicle is stationary, the low-voltage power-off switch S1 is closed at the front of the vehicle where the cab is occupied, can the power-down branch at the front end where the cab is occupied be connected. Then, the low-voltage power-off of the entire vehicle is realized by connecting the non-grounded end of the low-voltage power-off relay K2 of the first control circuit with the non-grounded end of the low-voltage power-off relay K2' of the second control circuit. Based on the judgment of whether the vehicle is stationary, the low-voltage power-off of the vehicle caused by the arbitrary closing of the low-voltage power-off switch S1 can be further avoided.

[0075] To sum up, the vehicle low-voltage electrical control system provided by the present invention can realize double-end vehicle power-on through the redundant power-on branches of the first control circuit and the second control circuit, and when a fault occurs in the power-on branch at one end, the whole vehicle can still be powered on and the whole vehicle can be kept powered on, making the low-voltage electrical power-on and power-off process of the bidirectional electric vehicle safer and more flexible, thereby ensuring the safe operation of the vehicle.

[0076] The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be apparent to those skilled in the art, and the general principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein, but should be granted the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle low voltage electrical control system, characterized in that: The invention comprises a first control circuit and a second control circuit, wherein the first control circuit and the second control circuit each comprise: a low voltage activation switch, a low voltage power-off switch, a low voltage power activation relay and a low voltage power-off relay, Wherein, the low-voltage activation switch, the first normally closed contact of the low-voltage power-off relay, and the low-voltage power activation relay are connected in series between the normal-fire power supply and the ground terminal to form a power-on branch; The normally-ignited power supply is connected to the vehicle low-voltage power distribution system through the first normally-open contact of the low-voltage electric activation relay; The low-voltage power-off switch and the low-voltage power-off relay are connected in series between the normal-fire power supply and the ground terminal to form a lower power branch; The non-grounded terminal of the low voltage electrically activated relay of the first control circuit is connected to the non-grounded terminal of the low voltage electrically activated relay of the second control circuit.

2. The control system according to claim 1, characterized in that: The non-grounded terminal of the low-voltage power cut-off relay of the first control circuit is connected to the non-grounded terminal of the low-voltage power cut-off relay of the second control circuit.

3. The control system according to claim 2, characterized in that: The low-voltage activation switch is connected in parallel with the second normally open contact of the low-voltage electric activation relay, and is activated via the low-voltage electric activation relay to close the second normally open contact.

4. The control system according to claim 1, characterized in that: The non-grounded terminal of the low-voltage electrical activation relay of the first control circuit and / or the second control circuit is also coupled to the high-voltage system power-on completion signal terminal.

5. The control system according to claim 4, characterized in that: The non-grounded end of the low-voltage electric activation relay of the first control circuit and / or the second control circuit is coupled to the high-voltage system power-on completion signal end via a diode, and the high-level signal output by the high-voltage system power-on completion signal end flows to the non-grounded end of the low-voltage electric activation relay via the diode.

6. The control system according to claim 2, characterized in that: The first control circuit and the second control circuit also include a cab occupancy signal terminal, an occupancy relay and a third normally open contact of the occupancy relay. The third normally open contact is connected in series in the lower power branch and is activated by the occupancy relay to close the third normally open contact.

7. The control system according to claim 2 or 6, characterized in that: The first control circuit and the second control circuit also include a vehicle speed signal terminal, a zero-speed relay and a fourth normally open contact of the zero-speed relay. The fourth normally open contact is connected in series in the lower power branch and is activated by the zero-speed relay to close the fourth normally open contact.

8. A two-way tram, characterized in that: The first control circuit and the second control circuit of the control system as described in any one of claims 1 to 7 are symmetrically distributed in the double-end locomotives of the bidirectional tram.

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