Urban rail vehicle emergency starting method and circuit

Abstract

The application discloses an urban rail vehicle emergency starting method and circuit, and is applied to the high-voltage control technical field of urban rail transit vehicles. The method relies on the hardware architecture of the double-current urban rail vehicle configured with a first high-voltage unit and a second high-voltage unit, and makes the auxiliary inverter emergency starting module of the first / second high-voltage unit take power from the high-voltage loop of the first / second current collector device. After receiving an emergency starting mode selection instruction, the high-voltage contactor corresponding to the selected current collector device in the two high-voltage contactor boxes of the whole vehicle is synchronously closed under unified control, the corresponding current collection high-voltage loop is turned on, and the emergency starting module outputting high voltage of the exclusive high-voltage unit is matched to charge the whole vehicle battery to realize train activation. According to the power supply section where the vehicle is located, the first and second current collector devices can be flexibly selected as the emergency starting high-voltage power supply to complete emergency charging and train activation, the fault disposal process is simplified, the repair time is shortened, and the vehicle operation and maintenance efficiency is effectively improved.

Description

Technical Field

[0001] This application relates to the field of high-voltage control technology for urban rail transit vehicles, and in particular to an emergency start method and circuit for urban rail vehicles. Background Technology

[0002] Some urban rail transit lines with elevated sections use a dual current collection mode for power supply: current is collected via a current collector in the elevated section of the main line and via a pantograph in the depot section. To accommodate both current collection methods, each vehicle typically has a high-voltage contactor box, and two mutually exclusive high-voltage contactors are used to connect the pantograph and the current collector to the vehicle's high-voltage main circuit, respectively. The two cannot be connected simultaneously.

[0003] When a train cannot be started normally due to reasons such as battery depletion, the emergency start function is required: high voltage is introduced into the auxiliary inverter to supply power to the emergency start module of the auxiliary inverter, and at the same time, the high voltage contactor is forcibly closed so that the auxiliary inverter outputs DC 110V voltage to charge the battery, thereby activating the train.

[0004] However, due to limitations imposed by the symmetrical circuit design of the entire vehicle and the mutual exclusion of high-voltage contactor modes, the emergency start function of existing vehicles can only be supplied with one fixed high-voltage source. Based on considerations of the coverage ratio of usage scenarios, engineering practice typically chooses to use a current collector for power supply to ensure emergency start-up in the mainline section with the highest usage frequency. This leads to the following problem: when a vehicle is parked in a depot or other pantograph-powered section and the battery fails to power up the train, the vehicle itself cannot perform an emergency start-up on-site. It must rely on the workshop power supply or other external power supply equipment to charge the battery, which is cumbersome, increases the time and process of troubleshooting, and reduces vehicle availability and maintenance efficiency.

[0005] Given the above-mentioned technologies, finding an emergency start-up method for urban rail vehicles is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0006] The purpose of this application is to provide an emergency starting method and circuit for urban rail vehicles. This can solve the problems of existing dual-current-collection mode urban rail vehicles having only a single high-voltage source for emergency starting, inability to self-rescue on-board when there is a power outage in the depot, the need for external power supply fixtures, and low fault handling efficiency.

[0007] To address the aforementioned technical problems, this application provides an emergency start method for urban rail vehicles, applied in urban rail vehicles, wherein the urban rail vehicle includes: a first current collection device, a second current collection device, a first high-voltage unit, and a second high-voltage unit. Each high-voltage unit includes a high-voltage contactor box and an auxiliary inverter. The auxiliary inverter is equipped with an emergency start module. Each high-voltage contactor box connects the first current collection device and the second current collection device to the vehicle's high-voltage main circuit through two mutually exclusive high-voltage contactors. The high-voltage input terminal of the emergency start module of the auxiliary inverter of the first high-voltage unit is connected to the high-voltage circuit where the first current collection device is located, and the high-voltage input terminal of the emergency start module of the auxiliary inverter of the second high-voltage unit is connected to the high-voltage circuit where the second current collection device is located. The method includes: In response to the emergency start mode selection command, one of the two emergency start modes corresponding to the first current receiving device and the second current receiving device is selected, and the high voltage contactor in the high voltage contactor box of each high voltage unit corresponding to the selected current receiving device is closed, so that the high voltage circuit where the selected current receiving device is located is connected to the vehicle's high voltage main circuit. The auxiliary inverter emergency start module in the high-voltage unit corresponding to the selected current receiving device is activated to charge the battery of the urban rail vehicle.

[0008] Preferably, in response to an emergency start mode selection command, the following are included: The driver's operation is received by a multi-position selector switch that corresponds to the first current receiving device, the second current receiving device, and the zero position. The corresponding emergency start mode selection command is generated based on the selected gear indicated by the driver's operation.

[0009] Preferably, an emergency start mode selection instruction is generated based on the selected gear indicated by the driver's operation, including: When the driver operates the first gear, a first command is generated to select the emergency start mode corresponding to the first current receiving device, so as to control the high voltage contactors corresponding to the first current receiving device in each high voltage unit to close, and start the auxiliary inverter emergency start module of the first high voltage unit.

[0010] Preferably, an emergency start mode selection instruction is generated based on the selected gear indicated by the driver's operation, including: When the driver operates the device in the second gear position, a second command is generated to select the emergency start mode corresponding to the second current receiving device. This command controls the high-voltage contactors corresponding to the second current receiving device in each high-voltage unit to close, and the auxiliary inverter emergency start module of the second high-voltage unit is activated.

[0011] On the other hand, this application also provides an emergency start circuit for urban rail vehicles, including: a first current collection device, a second current collection device, a first high-voltage unit, a second high-voltage unit, an emergency start mode selection device, and a control circuit; Each high-voltage unit includes a high-voltage contactor box and an auxiliary inverter. Each high-voltage contactor box is equipped with a first high-voltage contactor and a second high-voltage contactor, which are mutually exclusive in mode, and are used to connect the high-voltage circuits where the first current receiving device and the second current receiving device are located. The high-voltage input terminal of the auxiliary inverter emergency start module in the first high-voltage unit is configured to introduce the high voltage of the high-voltage circuit where the first current receiving device is located, and the high-voltage input terminal of the auxiliary inverter emergency start module in the second high-voltage unit is configured to introduce the high voltage of the high-voltage circuit where the second current receiving device is located. The emergency start mode selection device is used to generate emergency start mode selection instructions; The control circuit is electrically connected to the emergency start mode selection device and each high-voltage contactor box. It is used to control the high-voltage contactor in each high-voltage contactor box corresponding to the selected current receiving device to close according to the emergency start mode selection command, so that the high-voltage circuit where the selected current receiving device is located is connected to the vehicle's high-voltage main circuit.

[0012] Preferably, the first current receiving device is a pantograph, and the second current receiving device is a current collector.

[0013] Preferably, the emergency start mode selection device is a three-position selector switch located in the driver's cab, with the three positions including pantograph position, zero position, and current collector position.

[0014] Preferably, each high-voltage contactor box is also equipped with an interlocking relay, which is used to realize the electrical interlocking of the first high-voltage contactor and the second high-voltage contactor.

[0015] Preferably, the interlocking relay includes a coil, a normally open contact, and a normally closed contact; The normally open contact is connected in series in the control circuit of one of the high-voltage contactors, and the normally closed contact is connected in series in the control circuit of the other high-voltage contactor.

[0016] Preferably, the first high-voltage unit and the second high-voltage unit are symmetrically arranged at the front and rear ends of the train, and each high-voltage unit is responsible for the high-voltage power supply of the corresponding half of the train car.

[0017] This application provides an emergency start method for urban rail vehicles. This method relies on a dual-current-collecting urban rail vehicle hardware architecture equipped with a first high-voltage unit and a second high-voltage unit. Through differentiated wiring, the emergency start module of the auxiliary inverter of the first high-voltage unit draws power from the high-voltage circuit of the first current-collecting device, and the emergency start module of the auxiliary inverter of the second high-voltage unit draws power from the high-voltage circuit of the second current-collecting device. Upon receiving an emergency start mode selection command from the driver, the method uniformly controls the synchronous closing of the high-voltage contactors corresponding to the selected current-collecting devices in the two high-voltage contactor boxes of the entire vehicle, thus connecting the corresponding current-collecting high-voltage circuit and matching the start of the emergency start module of the dedicated high-voltage unit to output high voltage to charge the vehicle's battery and activate the train. This solution overcomes the limitations of traditional dual-current-collector trains, which rely solely on current collectors for emergency starting. Previously, when a vehicle experienced a battery depletion in the depot, the emergency starting high-voltage source was fixed and singular, and the fault handling process was complex and time-consuming. This application allows for the flexible selection of the first and second current-collector devices as emergency starting high-voltage power sources based on the power supply section where the vehicle is located. In both mainline and depot scenarios, the onboard equipment can autonomously complete emergency charging and train activation without the need for additional external power supply equipment. This simplifies the fault handling process, shortens repair time, and effectively improves vehicle operation and maintenance efficiency and operational turnaround capacity. Attached Figure Description

[0018] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A flowchart of an emergency start-up method for urban rail vehicles provided in this application embodiment; Figure 2 Structural diagram of an urban rail vehicle provided in an embodiment of this application; Figure 3 This is a control diagram of the gear selection switch and the high-voltage contactor circuit provided in the embodiments of this application. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this application.

[0021] The core of this application is to provide an emergency start method and circuit for urban rail vehicles.

[0022] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0023] Figure 1 A flowchart of the emergency start-up method for urban rail vehicles provided in the embodiments of this application is shown below. Figure 1 As shown, it includes the following steps: S10: In response to the emergency start mode selection command, select one of the two emergency start modes corresponding to the first current receiving device and the second current receiving device, and control the high-voltage contactor in the high-voltage contactor box of each high-voltage unit corresponding to the selected current receiving device to close, so that the high-voltage circuit where the selected current receiving device is located is connected to the vehicle's high-voltage main circuit.

[0024] S11: Started by the auxiliary inverter emergency start module in the high-voltage unit corresponding to the selected current receiving device to charge the battery of the urban rail vehicle.

[0025] In specific embodiments, the urban rail vehicle emergency start method provided in this application is mainly used in applications such as... Figure 2 The urban rail vehicle shown. For example... Figure 2 As shown, the urban rail vehicle includes: a first current collection device 1 (specifically: pantograph), a second current collection device 2 (specifically: current collector), and a first high-voltage unit 3 and a second high-voltage unit 4. Each high-voltage unit (first high-voltage unit 3 and second high-voltage unit 4) includes a high-voltage contactor box (first high-voltage contactor box 31 corresponding to first high-voltage unit 3, and high-voltage contactor box 41 corresponding to second high-voltage unit 4) and an auxiliary inverter (first auxiliary inverter 32 corresponding to first high-voltage unit 3, and second auxiliary inverter 42 corresponding to second high-voltage unit 4). The first auxiliary inverter 32 and the second auxiliary inverter 42 are equipped with an emergency start module. Each high-voltage contactor box (first high-voltage contactor box 31 and second high-voltage contactor box 41) connects the first current receiving device 1 and the second current receiving device 2 to the vehicle's high-voltage main circuit through two mutually exclusive high-voltage contactors. The high-voltage input terminal of the emergency start module of the first auxiliary inverter 32 of the first high-voltage unit 3 is connected to the high-voltage circuit where the first current receiving device 1 is located, and the high-voltage input terminal of the emergency start module of the second auxiliary inverter 42 of the second high-voltage unit 4 is connected to the high-voltage circuit where the second current receiving device 2 is located.

[0026] In a specific embodiment, combined with Figure 2The vehicle hardware structure shown indicates that when the vehicle's battery is depleted and unable to activate, steps S10-S11 are executed: The vehicle receives an emergency start mode selection command issued by the driver via a gear selection switch, selects the pantograph or current collector as the emergency start high-voltage source, and simultaneously controls the high-voltage contactors corresponding to the selected current collector in the first high-voltage contactor box 31 of the first high-voltage unit 3 and the second high-voltage contactor box 41 of the second high-voltage unit 4 to close, connecting the high-voltage circuit of the corresponding current collector to the vehicle's high-voltage main circuit; relying on the previously differentiated wiring, the high-voltage input terminal of the emergency start module of the first auxiliary inverter 32 is connected to the pantograph circuit, and the high-voltage input terminal of the emergency start module of the second auxiliary inverter 42 is connected to the current collector circuit. The emergency start module of the auxiliary inverter that matches the selected current collector in step S11 is then energized and starts, outputting DC110V to charge the vehicle's battery, completing the emergency activation of the train.

[0027] In other words, this method relies on the hardware architecture of a dual-current-collecting urban rail vehicle equipped with a first high-voltage unit and a second high-voltage unit. Through differentiated wiring, the emergency start module of the auxiliary inverter of the first high-voltage unit draws power from the high-voltage circuit of the first current-collecting device, and the emergency start module of the auxiliary inverter of the second high-voltage unit draws power from the high-voltage circuit of the second current-collecting device. After receiving the emergency start mode selection command issued by the driver, the high-voltage contactors of the corresponding selected current-collecting devices in the two high-voltage contactor boxes of the whole vehicle are controlled to close synchronously, conduct the corresponding current-collecting high-voltage circuit, and match and start the emergency start module of the dedicated high-voltage unit to output high voltage to charge the vehicle battery and activate the train. This solution overcomes the limitations of traditional dual-current-collector trains, which rely solely on current collectors for emergency starting. Previously, when a vehicle experienced a battery depletion in the depot, the emergency starting high-voltage source was fixed and singular, and the fault handling process was complex and time-consuming. This application allows for the flexible selection of the first and second current-collector devices as emergency starting high-voltage power sources based on the power supply section where the vehicle is located. In both mainline and depot scenarios, the onboard equipment can autonomously complete emergency charging and train activation without the need for additional external power supply equipment. This simplifies the fault handling process, shortens repair time, and effectively improves vehicle operation and maintenance efficiency and operational turnaround capacity.

[0028] Based on the above embodiments, as a preferred embodiment, in response to the emergency startup mode selection command, the following is included: The driver's operation is received by a multi-position selector switch that corresponds to the first current receiving device, the second current receiving device, and the zero position. When the driver operates the first gear, a first command is generated to select the emergency start mode corresponding to the first current receiving device, so as to control the high voltage contactors corresponding to the first current receiving device in each high voltage unit to close, and start the auxiliary inverter emergency start module of the first high voltage unit.

[0029] When the driver operates the device in the second gear position, a second command is generated to select the emergency start mode corresponding to the second current receiving device. This command controls the high-voltage contactors corresponding to the second current receiving device in each high-voltage unit to close, and the auxiliary inverter emergency start module of the second high-voltage unit is activated.

[0030] In a specific embodiment, the driver's input is received by a multi-position selector switch in the driver's cab, which has a first current receiving device position, a second current receiving device position, and a zero position. The corresponding emergency start control command is generated according to the actual position of the switch: when the switch is switched to the first position, a first command is generated to drive all the high-voltage contactors corresponding to the first current receiving device in the high-voltage contactor boxes of the first high-voltage unit and the second high-voltage unit to close, and at the same time trigger the emergency start module of the auxiliary inverter of the first high-voltage unit to start working; when the switch is switched to the second position, a second command is generated to control the high-voltage contactors corresponding to the second current receiving device in the two high-voltage contactor boxes to close synchronously, and start the emergency start module of the auxiliary inverter of the second high-voltage unit.

[0031] This solution allows the driver to directly select the emergency start mode. The driver can simply switch the switch position based on the vehicle's location within the power supply zone to complete the mode selection, eliminating the need for manual analysis of underlying hardware information such as high-voltage units and wiring circuits. Control commands are transmitted through hardware circuitry to synchronize the operation of all high-voltage contactors in the vehicle, preventing abnormal conditions such as a single contactor failing to close. Simultaneously, the zero-position position allows the control circuit to be disconnected in non-emergency situations, eliminating the risk of accidental triggering.

[0032] Therefore, the control diagram of the gear selection switch and the high-voltage contactor starting circuit provided in this application is as follows: Figure 3 As shown. Used in urban rail vehicles with dual current collection (pantograph / current collector), it enables synchronous control of the pantograph contactor and current collector contactor in the high-voltage contactor box of the entire vehicle via the driver's gear switch, and achieves electrical interlocking between the two contactors to prevent the two high-voltage circuits from being connected at the same time. At the same time, the control signal can be sent to another unit across the cable to achieve synchronous operation of the high-voltage units at both ends.

[0033] Among them, KM11 is the pantograph high-voltage contactor, and KM12 is the current collector high-voltage contactor. The coil circuits of these two contactors are connected in series with each other's normally closed auxiliary contacts: the KM11 coil circuit is connected in series with the normally closed contact of KM12, and the KM12 coil circuit is connected in series with the normally closed contact of KM11. Furthermore, KM11 and KM12 cannot be engaged simultaneously, thus preventing the simultaneous conduction of the two high-voltage circuits of the pantograph and current collector from the hardware level, avoiding high-voltage short-circuit faults, and thereby achieving electrical interlocking.

[0034] 1Q025 and 1Q026: Control contacts of the contactor control circuit, driven by signals from the three-position rotary switch in the driver's cab. Closing 1Q025 energizes and engages KM11 (pantograph), and closing 1Q026 energizes and engages KM12 (current collector).

[0035] -X131: External wiring terminal of the high-voltage contactor box, through which control signals are introduced and led out.

[0036] The auxiliary inverter has a built-in emergency start module. The -X121A port is the emergency start signal port, which is used to receive the contactor circuit status and complete its own start logic.

[0037] Three +A5S position switches (corresponding to the three-position rotary switch in the driver's cab). Position 1: Pantograph and current collector are both off (zero position); Position 2: Pantograph position is closed, output signal controls 1Q025 to conduct; Position 3: Current collector position is closed, output signal controls 1Q026 to conduct.

[0038] Therefore, the working process is as follows: 1. When the rotary switch is turned to the pantograph position, the corresponding switch closes, a signal is sent to the high-voltage box terminal, X131, contact 1Q025 closes, the KM11 (pantograph) coil is energized and engaged, the KM12 circuit is forcibly disconnected by the normally closed contact of KM11, and the current collector circuit remains disconnected; at the same time, the hard wire sends the control signal to the high-voltage contactor box of another unit, the pantograph contactors of both units close simultaneously, the corresponding unit's auxiliary inverter emergency start module is powered on, and the battery is charged.

[0039] 2. When the rotary switch is turned to the current collector position, the corresponding switch closes - contact 1Q026 closes - the KM12 (current collector) coil is energized and engaged, and the KM11 circuit is forcibly interlocked and disconnected; the control signal is synchronously sent to another unit, the current collector contactors at both ends close, and the corresponding unit's auxiliary inverter starts emergency charging.

[0040] 3. When the knob is in the zero position, all upper-level switches are disconnected, KM11 and KM12 are de-energized and disconnected, and the emergency start circuit is closed.

[0041] On the other hand, this application also provides an emergency start circuit for urban rail vehicles, including: a first current collection device, a second current collection device, a first high-voltage unit, a second high-voltage unit, an emergency start mode selection device, and a control circuit; Each high-voltage unit includes a high-voltage contactor box and an auxiliary inverter. Each high-voltage contactor box is equipped with a first high-voltage contactor and a second high-voltage contactor, which are mutually exclusive in mode, and are used to connect the high-voltage circuits where the first current receiving device and the second current receiving device are located. The high-voltage input terminal of the auxiliary inverter emergency start module in the first high-voltage unit is configured to introduce the high voltage of the high-voltage circuit where the first current receiving device is located, and the high-voltage input terminal of the auxiliary inverter emergency start module in the second high-voltage unit is configured to introduce the high voltage of the high-voltage circuit where the second current receiving device is located. The emergency start mode selection device is used to generate emergency start mode selection instructions; The control circuit is electrically connected to the emergency start mode selection device and each high-voltage contactor box. It is used to control the high-voltage contactor in each high-voltage contactor box corresponding to the selected current receiving device to close according to the emergency start mode selection command, so that the high-voltage circuit where the selected current receiving device is located is connected to the vehicle's high-voltage main circuit.

[0042] Based on this, the first current-collecting device is a pantograph, and the second current-collecting device is a current collector.

[0043] The emergency start mode selection device is a three-position selector switch located in the driver's cab. The three positions include pantograph position, zero position, and current collector position.

[0044] Each high-voltage contactor box is also equipped with an interlocking relay, which is used to realize the electrical interlocking of the first high-voltage contactor and the second high-voltage contactor.

[0045] An interlocking relay includes a coil, normally open contacts, and normally closed contacts; The normally open contact is connected in series in the control circuit of one of the high-voltage contactors, and the normally closed contact is connected in series in the control circuit of the other high-voltage contactor.

[0046] The first and second high-voltage units are symmetrically arranged at the front and rear ends of the train, with each high-voltage unit responsible for the high-voltage power supply of its corresponding half of the train carriage.

[0047] Since the embodiments provided in this application are the same as the embodiments of the above-described emergency start method for urban rail vehicles, this application will not repeat them here.

[0048] Based on the above, it can be seen that the emergency start method and circuit for urban rail vehicles provided in this application have the following effects: 1. The entire line can use the emergency start function. Traditional lines can only use the emergency start function in the main line area of ​​the current collector, which has a high usage frequency. This invention introduces high voltage power supply from different sources to the auxiliary inverters of different units through differentiated configuration, so that the emergency start function can be used in both the main line current collector area and the depot pantograph area.

[0049] 2. The driver's operating interface is user-friendly. With the three-position selection switch, the driver can clearly select the emergency start mode according to the area where the vehicle is located. The driver does not need to judge which unit to start the high-voltage contactor system. The driver can directly operate from any driver's cab to start one of the auxiliary inverters for emergency start, reducing human judgment errors and analysis and processing time. The human-machine interface is user-friendly.

[0050] The above provides a detailed description of an emergency starting method and circuit for urban rail vehicles provided in this application. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

[0051] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A method for emergency starting of urban rail vehicles, characterized in that, The method is applied to urban rail vehicles, and the urban rail vehicles include: a first current collection device, a second current collection device, a first high-voltage unit, and a second high-voltage unit. Each high-voltage unit includes a high-voltage contactor box and an auxiliary inverter. The auxiliary inverter is equipped with an emergency start module. Each high-voltage contactor box connects the first current collection device and the second current collection device to the vehicle's high-voltage main circuit through two mutually exclusive high-voltage contactors. The high-voltage input terminal of the emergency start module of the auxiliary inverter of the first high-voltage unit is connected to the high-voltage circuit where the first current collection device is located, and the high-voltage input terminal of the emergency start module of the auxiliary inverter of the second high-voltage unit is connected to the high-voltage circuit where the second current collection device is located. The method includes: In response to the emergency start mode selection command, one of the two emergency start modes corresponding to the first current receiving device and the second current receiving device is selected, and the high voltage contactor in the high voltage contactor box of each high voltage unit corresponding to the selected current receiving device is closed, so that the high voltage circuit where the selected current receiving device is located is connected to the vehicle's high voltage main circuit. The auxiliary inverter emergency start module in the high-voltage unit corresponding to the selected current receiving device is activated to charge the battery of the urban rail vehicle.

2. The emergency start method for urban rail vehicles according to claim 1, characterized in that, The response to the emergency start mode selection command includes: The driver's operation is received by a multi-position selector switch that corresponds to the first current receiving device, the second current receiving device and the zero position respectively. The corresponding emergency start mode selection command is generated based on the selected gear indicated by the driver's operation.

3. The emergency start method for urban rail vehicles according to claim 2, characterized in that, The step of generating the corresponding emergency start mode selection instruction based on the selected gear indicated by the driver's operation includes: When the driver's operation is characterized as the first gear, a first instruction is generated to select the emergency start mode corresponding to the first current receiving device, so as to control the high voltage contactor corresponding to the first current receiving device in each of the high voltage units to close, and start by the auxiliary inverter emergency start module of the first high voltage unit.

4. The emergency start method for urban rail vehicles according to claim 2, characterized in that, The step of generating the corresponding emergency start mode selection instruction based on the selected gear indicated by the driver's operation includes: When the driver's operation is characterized as the second gear, a second instruction is generated to select the emergency start mode corresponding to the second current receiving device, so as to control the high voltage contactor corresponding to the second current receiving device in each high voltage unit to close, and start by the auxiliary inverter emergency start module of the second high voltage unit.

5. An emergency starting circuit for urban rail vehicles, characterized in that, include: The device comprises a first current receiving device, a second current receiving device, a first high-voltage unit, a second high-voltage unit, an emergency start-up mode selection device, and a control circuit. Each high-voltage unit includes a high-voltage contactor box and an auxiliary inverter. Each high-voltage contactor box is equipped with a first high-voltage contactor and a second high-voltage contactor, which are mutually exclusive in mode, and are used to connect the high-voltage circuits where the first current receiving device and the second current receiving device are located. The high-voltage input terminal of the auxiliary inverter emergency start module in the first high-voltage unit is configured to introduce the high voltage of the high-voltage circuit where the first current receiving device is located, and the high-voltage input terminal of the auxiliary inverter emergency start module in the second high-voltage unit is configured to introduce the high voltage of the high-voltage circuit where the second current receiving device is located. The emergency start mode selection device is used to generate an emergency start mode selection command; The control circuit is electrically connected to the emergency start mode selection device and each of the high-voltage contactor boxes. It is used to control the high-voltage contactor in each of the high-voltage contactor boxes corresponding to the selected current receiving device to close according to the emergency start mode selection command, so that the high-voltage circuit where the selected current receiving device is located is connected to the vehicle's high-voltage main circuit.

6. The emergency starting circuit for urban rail vehicles according to claim 5, characterized in that, The first current receiving device is a pantograph, and the second current receiving device is a current collector.

7. The emergency starting circuit for urban rail vehicles according to claim 5, characterized in that, The emergency start mode selection device is a three-position selector switch located in the driver's cab. The three positions include pantograph position, zero position, and current collector position.

8. The emergency starting circuit for urban rail vehicles according to claim 5, characterized in that, Each of the high-voltage contactor boxes is also equipped with an interlocking relay, which is used to realize the electrical interlocking of the first high-voltage contactor and the second high-voltage contactor.

9. The emergency starting circuit for urban rail vehicles according to claim 8, characterized in that, The interlocking relay includes a coil, normally open contacts, and normally closed contacts; The normally open contact is connected in series in the control circuit of one of the high-voltage contactors, and the normally closed contact is connected in series in the control circuit of the other high-voltage contactor.

10. The emergency starting circuit for urban rail vehicles according to any one of claims 5-9, characterized in that, The first high-voltage unit and the second high-voltage unit are symmetrically arranged at the front and rear ends of the train, and each high-voltage unit is responsible for the high-voltage power supply of the corresponding half of the train car.

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