Railway engineering train reconnection system and its application

Abstract

The present invention discloses a rail engineering train reconnection system and its application. The system includes a train reconnection network, which includes: a first three-layer switching device arranged on a first vehicle, and a first running display and a first operation display connected to the first three-layer switching device; a first data switching device arranged on a second vehicle; the first data switching device is connected between the first three-layer switching device and the second three-layer switching device; a second three-layer switching device arranged on a third vehicle, and a second running display and a second operation display connected to the second three-layer switching device; the first three-layer switching device and the second three-layer switching device use ETB network communication, and the first data switching device and the first three-layer switching device and the second three-layer switching device use ECN network communication. The present invention can solve the technical problem that the existing train reconnection system cannot realize the network reconnection of the internal components of the train and the key function hardware interlocking.

Description

Technical Field

[0001] The present invention relates to the technical field of rail engineering machinery, and in particular to a rail engineering train reconnection system and application thereof to a rail grinding vehicle. Background Art

[0002] During the use of rails, there are many reasons for the occurrence of wave wear, burrs and other defects, which destroy the original shape of the rail head, especially in curved sections and joints, which will affect the driving speed and the riding comfort of passengers. The rail grinding car is a track maintenance machine with complex structure and advanced control, integrating mechanical, electrical, hydraulic, pneumatic and computer technology. It obtains the wear condition of the rails through the profile and wave grinding measurement system, and provides the measurement results to the computer control system. After calculation and comparison, the computer controls the deflection, transverse movement and pressurization of the 48 grinding heads attached to the three grinding cars installed on the control car, living car and power car to complete the rail grinding operation.

[0003] The dual-power 48-grinding-head rail grinding train is a track engineering train mainly used to eliminate surface defects of rails, including fat edges, rail surface scratches, wave wear, etc. A dual-power 48-grinding-head rail grinding train usually consists of three vehicles. The whole vehicle is equipped with two sets of grinding devices with a total of 48 grinding heads, which are distributed under the two working vehicle frames. Each set of grinding devices is composed of three 8-grinding-head grinding trolleys that are articulated. The dual-power 48-grinding-head rail grinding train integrates mechanical, electrical, hydraulic, pneumatic and computer technologies, and its control system is relatively advanced. The wear condition of the rail is obtained through the profile and wave grinding measurement system, and the measurement results are then input into the computer control system. After calculation and comparison, the control system controls 48 grinding motors to complete the deflection, lateral movement and pressurization actions, and finally completes the rail grinding operation.

[0004] In the prior art, the Chinese invention application with publication number CN106740996A, which was applied by the applicant Zhuzhou Times Electronic Technology Co., Ltd. and China Railway Corporation on December 19, 2016 and published on May 31, 2017, discloses a wireless reconnection control device, system and method for a rail engineering train. The wireless reconnection control device is arranged on the rail engineering train and includes: an Ethernet module, a wireless module and a wireless antenna connected in sequence. The wireless module further includes a wireless local area network device, a wireless communication module and / or a radio station. The wireless reconnection control device realizes information interaction between the rail engineering train and the ground server through the Ethernet module, the wireless communication module and the wireless antenna. The wireless reconnection control device also realizes information interaction between rail engineering trains in each marshaling through the Ethernet module, the wireless local area network device and / or the radio station, and the wireless antenna. The invention can solve the technical problem that the existing rail engineering trains are basically designed according to the function, have no reconnection control function, and cannot be combined according to the functional classification when used on site.

[0005] However, the above existing technical solutions mainly focus on introducing the wireless reconnection control between rail engineering trains, but do not study the internal reconnection network of rail engineering trains and the key function hardware interlocking. Therefore, developing a rail engineering train reconnection system with the internal network reconnection and key function hardware interlocking functions of more than two rail engineering trains has become a technical problem that needs to be solved urgently. Summary of the invention

[0006] In view of this, the purpose of the present invention is to provide a rail engineering train reconnection system and its application to solve the technical problem that the existing train reconnection system cannot achieve the reconnection of the train's internal network and the interlocking of key functional hardware.

[0007] In order to achieve the above-mentioned invention object, the present invention specifically provides a technical implementation scheme of a rail engineering train reconnection system, a rail engineering train reconnection system, a rail engineering train includes at least three vehicles, the three vehicles are respectively a first vehicle, a second vehicle and a third vehicle. The rail engineering train reconnection system includes a train reconnection network, and the train reconnection network includes a three-layer switching device, a data switching device, a running display and an operation display.

[0008] The three-layer switching device includes a first three-layer switching device arranged in the first vehicle and a second three-layer switching device arranged in the third vehicle.

[0009] The data exchange device includes a first data exchange device arranged in the second vehicle.

[0010] The running display includes a first running display arranged on the first vehicle and connected to the first three-layer switching device, and a second running display arranged on the third vehicle and connected to the second three-layer switching device.

[0011] The operation display includes a first operation display arranged in a first vehicle and connected to the first three-layer switching device, and a second operation display arranged in a third vehicle and connected to the second three-layer switching device.

[0012] The first data switching device is connected between the first three-layer switching device and the second three-layer switching device.

[0013] The first three-layer switching device and the second three-layer switching device use ETB network communication, and the first data switching device and the first three-layer switching device and the second three-layer switching device use ECN network communication.

[0014] The rail engineering trains are reconnected through the ETB network. The first three-layer switching device and the second three-layer switching device can realize dynamic reorganization of the ETB network, and can manage the ETB network, as well as data routing transmission between the ETB network and the ECN network.

[0015] Furthermore, the first three-layer switching device communicates with the first running display and the first operation display via an ECN network. The second three-layer switching device communicates with the second running display and the second operation display via an ECN network.

[0016] Furthermore, the data exchange device includes a second data exchange device and a third data exchange device arranged in the second vehicle. The second data exchange device is connected between the first three-layer exchange device and the second three-layer exchange device, and the second data exchange device communicates with the first three-layer exchange device and the second three-layer exchange device through an ETB network. The third data exchange device is connected between the first three-layer exchange device and the second three-layer exchange device, and the third data exchange device communicates with the first three-layer exchange device and the second three-layer exchange device through an ETB network.

[0017] Furthermore, the grinding operation and running of the rail engineering train are both controlled by the CAN network. The grinding operation and running control data are generated by the operation display, running display and CAN network of the first vehicle or the third vehicle, and the data exchange within this vehicle is carried out through the ECN network. The grinding operation and running control data of this vehicle are output through the operation display and running display and transferred to the ETB network through the ECN network of this vehicle for transmission. Under the routing management of the first three-layer switching device and the second three-layer switching device, the data are transferred from the ETB network of another vehicle to the ECN network, and output to the operation display and running display of this vehicle for display, and then transmitted from the operation display and running display to the CAN network of this vehicle, so as to realize the interaction of grinding operation and running control data.

[0018] Furthermore, the first running display and the second running display are used to display the running information of the rail engineering train. The running information displayed after the rail engineering train is reconnected includes but is not limited to: reconnection status information, information of all engines after reconnection, shaft pressure and frequency information of all transmission shafts after reconnection, driving speed and alarm information.

[0019] Furthermore, the first operation display and the second operation display are used to display the grinding information of the track engineering train. The grinding information displayed after the track engineering train is reconnected includes but is not limited to: reconnection status information, working status and power information of all grinding motors after reconnection, derailment status of all grinding trolleys after reconnection, status and angle information of all deflection motors after reconnection, grinding equipment status and alarm information of each train, operation mode information, and operation speed, mileage, and grinding area information.

[0020] Furthermore, the rail engineering train reconnection system further includes an emergency lifting interlocking module, and the emergency lifting interlocking module includes:

[0021] A first emergency lifting button, a first diode, a first reconnection relay, a first emergency lifting relay and a second emergency lifting relay for realizing emergency lifting of the grinding head of the first vehicle; the first emergency lifting button is connected to the first reconnection relay, the anode of the first diode is connected to the normally open contact of the first emergency lifting button, the cathode is connected to one end of the relay of the first reconnection relay, the first reconnection line of the first vehicle is led out from the cathode of the first diode, and the other end of the relay of the first reconnection relay is connected to the ground;

[0022] A third emergency lifting relay and a fourth emergency lifting relay for realizing emergency lifting of the second vehicle by the grinding head of the second vehicle;

[0023] A second emergency lifting button, a second diode, a second reconnection relay, a fifth emergency lifting relay and a sixth emergency lifting relay are used to realize the emergency lifting of the grinding head of the third vehicle. The second emergency lifting button is connected to the second reconnection relay, the anode of the second diode is connected to the normally open contact of the second emergency lifting button, the cathode is connected to one end of the relay of the second reconnection relay, the second reconnection line of the third vehicle is led out from the cathode of the second diode, and the other end of the relay of the second reconnection relay is connected to the ground.

[0024] The normally closed contact of the first emergency lifting button, the normally closed contact of the first multi-connection relay, the normally closed contact of the second emergency lifting button and the normally closed contact of the second multi-connection relay are sequentially connected in series and then connected to a branch formed by the first emergency lifting relay, the second emergency lifting relay, the third emergency lifting relay, the fourth emergency lifting relay, the fifth emergency lifting relay and the sixth emergency lifting relay being connected in parallel. The control power supply of the first vehicle is connected to the normally closed contact and the normally open contact of the first emergency lifting button, and the control power supply of the third vehicle is connected to the normally open contact of the second emergency lifting button.

[0025] Under normal circumstances, the normally closed contacts of the first and second multiconnected relays are closed, the normally open contacts of the first emergency lifting relay, the second emergency lifting relay, the third emergency lifting relay, the fourth emergency lifting relay, the fifth emergency lifting relay and the sixth emergency lifting relay are closed, the normally closed contacts of the first emergency lifting button and the second emergency lifting button are closed, and the normally open contacts of the first emergency lifting button and the second emergency lifting button are open.

[0026] When the first emergency lifting button is pressed, the normally closed contact of the first emergency lifting button is disconnected, the normally open contact is closed, the contact action of the second emergency lifting button remains the same, the normally closed contact of the first reconnection relay is disconnected, the normally closed contact of the second reconnection relay is closed, the normally open contacts of the first emergency lifting relay, the second emergency lifting relay, the third emergency lifting relay, the fourth emergency lifting relay, the fifth emergency lifting relay and the sixth emergency lifting relay are disconnected, the power supply of the emergency lifting control circuit of the grinding head of the first vehicle, the second vehicle and the third vehicle is disconnected, and the grinding head in the vehicle formation is lifted. At the same time, the first reconnection line is energized, and the first reconnection line or the second reconnection line of another rail engineering train connected to the first reconnection line is energized, and the first reconnection relay or the second reconnection relay of the other rail engineering train is powered, and the normally open contacts of the first emergency lifting relay, the second emergency lifting relay, the third emergency lifting relay, the fourth emergency lifting relay, the fifth emergency lifting relay and the sixth emergency lifting relay of the other rail engineering train are disconnected, and the grinding head in the vehicle formation is lifted.

[0027] When the second emergency lifting button is pressed, the normally closed contact of the second emergency lifting button is disconnected, the normally open contact is closed, the contact action of the first emergency lifting button remains the same, the normally closed contact of the second reconnection relay is disconnected, the normally closed contact of the first reconnection relay is closed, the normally open contacts of the first emergency lifting relay, the second emergency lifting relay, the third emergency lifting relay, the fourth emergency lifting relay, the fifth emergency lifting relay and the sixth emergency lifting relay are disconnected, the power supply of the emergency lifting control circuit of the grinding head of the first vehicle, the second vehicle and the third vehicle is disconnected, and the grinding head in the vehicle formation is lifted. At the same time, the second reconnection line of the third vehicle is energized, and the first reconnection line or the second reconnection line of another track engineering train connected to the second reconnection line is energized, and the first reconnection relay or the second reconnection relay of the other track engineering train is powered, and the normally open contacts of the first emergency lifting relay, the second emergency lifting relay, the third emergency lifting relay, the fourth emergency lifting relay, the fifth emergency lifting relay and the sixth emergency lifting relay of the other track engineering train are disconnected, and the grinding head in the vehicle formation is lifted.

[0028] Furthermore, the rail engineering train reconnection system further includes a parking brake interlocking module, and the parking brake interlocking module includes:

[0029] a first parking brake button, a third diode and a first parking brake solenoid valve for implementing parking brake of the first vehicle;

[0030] a second parking brake solenoid valve for implementing parking brake of the second vehicle;

[0031] A second parking brake button, a fourth diode and a third parking brake solenoid valve are used to implement the parking brake of the third vehicle.

[0032] The first parking brake button and the third diode are connected in series in sequence and connected to one end of a branch formed by the first parking brake solenoid valve, the second parking brake solenoid valve and the third parking brake solenoid valve being connected in parallel, and the other end of the parallel branch is connected to the ground.

[0033] The second parking brake button and the fourth diode are connected in series in sequence and connected to one end of a branch formed by the first parking brake solenoid valve, the second parking brake solenoid valve and the third parking brake solenoid valve being connected in parallel, and the other end of the parallel branch is connected to the ground.

[0034] One end of the first parking brake button is connected to the control power supply of the first vehicle, and the other end is connected to the anode of the third diode, and the third reconnection line of the first vehicle is led out from the cathode of the third diode.

[0035] One end of the second parking brake button is connected to the control power supply of the third vehicle, and the other end is connected to the anode of the fourth diode, and the fourth reconnection line of the third vehicle is led out from the cathode of the fourth diode.

[0036] When the first parking brake button or the second parking brake button is pressed, the first parking brake solenoid valve, the second parking brake solenoid valve and the third parking brake solenoid valve are energized, and the parking brake control circuit of the rail engineering train is connected.

[0037] At the same time, the third coupling line of the first vehicle is energized, and the third coupling line or the fourth coupling line of another rail engineering train connected to the third coupling line is energized, supplying power to the first parking brake solenoid valve, the second parking brake solenoid valve and the third parking brake solenoid valve of the other rail engineering train, and the parking brake control circuit of the other rail engineering train is connected.

[0038] Furthermore, the rail engineering train reconnection system further includes an emergency stop interlocking module, and the emergency stop interlocking module includes:

[0039] A first emergency stop left button, a first emergency stop right button, a fifth diode and a first emergency stop solenoid valve for realizing an emergency stop of the first vehicle;

[0040] a second emergency stop solenoid valve for implementing emergency stop of the second vehicle;

[0041] A second emergency stop left button, a second emergency stop right button, a sixth diode and a third emergency stop solenoid valve are used to implement emergency stopping of the third vehicle.

[0042] The first left emergency stop button and the first right emergency stop button are connected in parallel, and one end is connected to the control power supply of the first vehicle, and the other end is connected to the anode of the fifth diode. The cathode of the fifth diode is connected to one end of a branch formed by the first emergency stop solenoid valve, the second emergency stop solenoid valve and the third emergency stop solenoid valve being connected in parallel, and the other end of the parallel branch is connected to the ground. The fifth connection line of the first vehicle is led out from the cathode of the fifth diode.

[0043] The second left emergency stop button and the second right emergency stop button are connected in parallel, and one end is connected to the control power supply of the third vehicle, and the other end is connected to the anode of the sixth diode. The cathode of the sixth diode is connected to one end of a branch formed by the first emergency stop solenoid valve, the second emergency stop solenoid valve and the third emergency stop solenoid valve being connected in parallel, and the other end of the parallel branch is connected to the ground. The sixth reconnection line of the third vehicle is led out from the cathode of the sixth diode.

[0044] When any of the first emergency stop left button, the first emergency stop right button, the second emergency stop left button and the second emergency stop right button is pressed, the first emergency stop solenoid valve, the second emergency stop solenoid valve and the third emergency stop solenoid valve are energized, and the emergency stop control circuit of the rail engineering train is connected.

[0045] At the same time, the fifth coupling line of the first vehicle is energized, and the fifth coupling line or the sixth coupling line of another rail engineering train connected to the fifth coupling line is energized, supplying power to the first emergency stop solenoid valve, the second emergency stop solenoid valve and the third emergency stop solenoid valve of the other rail engineering train, and the emergency stop control circuit of the other rail engineering train is connected.

[0046] The present invention also specifically provides a technical implementation solution for applying the aforementioned rail engineering train reconnection system to a dual-power 48-grinding-head rail grinding vehicle. The rail engineering train includes a first vehicle, a second vehicle, and a third vehicle connected in sequence. The rail engineering train adopts dual power of internal combustion and electricity and runs on electricity.

[0047] Furthermore, the first vehicle is a work vehicle, the second vehicle is a tractor, and the third vehicle is a work vehicle. The first vehicle and the third vehicle are both provided with internal combustion power, and the second vehicle is provided with electric power.

[0048] By implementing the above-mentioned rail engineering train reconnection system and the technical solution of its application provided by the present invention, the following beneficial effects are achieved:

[0049] (1) The rail engineering train reconnection system and its application of the present invention adopts a three-layer switch and a two-layer switch to form a three-layer network data exchange, realizes the reconnection of two or more rail engineering trains, can realize automatic networking without manual setting, when the switch is abnormal, the entire network will not be forced to be interrupted, and it is very simple to modify on the original train;

[0050] (2) The rail engineering train reconnection system and its application of the present invention use simple hard wires and relays to achieve the interlocking of key control functions, and have a simple and reliable structure and are easy to modify. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art descriptions. Obviously, the drawings described below are only some embodiments of the present invention, and for ordinary technicians in this field, other embodiments can be obtained based on these drawings without creative work.

[0052] Figure 1 It is a schematic diagram of reconnecting two track engineering trains in the present invention;

[0053] Figure 2 It is a block diagram of the internal network structure of a single track engineering train in the present invention;

[0054] Figure 3 It is a system structure block diagram of a specific embodiment of the track engineering train reconnection system of the present invention;

[0055] Figure 4 It is a schematic block diagram of the structure of a train reconnection network in a specific embodiment of the track engineering train reconnection system of the present invention;

[0056] Figure 5 It is a schematic block diagram of the structure of a train reconnection network in another specific embodiment of the track engineering train reconnection system of the present invention;

[0057] Figure 6 It is a schematic diagram of the electrical connection structure of an emergency lifting interlocking module in a specific embodiment of the rail engineering train reconnection system of the present invention;

[0058] Figure 7 It is a schematic diagram of the electrical connection structure of a parking brake interlocking module in a specific embodiment of the rail engineering train reconnection system of the present invention;

[0059] Figure 8 It is a schematic diagram of the electrical connection structure of an emergency stop interlocking module in a specific embodiment of the rail engineering train reconnection system of the present invention;

[0060] Fig. 9 The present invention is a structural block diagram of two track engineering train reconnection systems.

[0061] In the figure: 1-train reconnection network, 2-emergency lifting interlocking module, 3-parking brake interlocking module, 4-emergency stop interlocking module, 10-railway engineering train reconnection system, 11-first vehicle, 12-second vehicle, 13-third vehicle, 100-railway engineering train, 101-first three-layer switching device, 102-second three-layer switching device, 103-first data switching device, 104-second data switching device, 105-third data switching device, 106-first running display, 107-first operation display, 108-second running display, 109-second operation display, S1-first emergency lifting button, S2-second emergency lifting button, S3-first parking brake button, S4-second parking brake button, S51-first emergency stop button, S52- First emergency stop button, S61−Second emergency stop button, S62−Second emergency stop button, D1−First diode, D2−Second diode, D3−Third diode, D4−Fourth diode, D5−Fifth diode, D6−Sixth diode, K1−First reconnecting relay, K2−Second reconnecting relay, K3−First emergency lifting relay, K4−Second emergency lifting relay, K5−Third emergency lifting relay, 6−Fourth emergency lifting relay, K7−Fifth emergency lifting relay, K8−Sixth emergency lifting relay, KA1−First parking brake solenoid valve, KA2−Second parking brake solenoid valve, KA3−Third parking brake solenoid valve, KA4−First emergency stop solenoid valve, KA5−Second emergency stop solenoid valve, KA6−Third emergency stop solenoid valve. DETAILED DESCRIPTION

[0062] For the purpose of reference and clarity, the technical terms, abbreviations or abbreviations used below are recorded as follows:

[0063] TCN: Train Communication Network, the abbreviation of train communication network;

[0064] ECN: Ethernet Consist Network, the abbreviation of Ethernet Consist Network;

[0065] CAN: Controller Area Network, the abbreviation of controller area network;

[0066] ETB: Ethernet Train Backbone, the abbreviation of Ethernet backbone network, an Ethernet network composed of bus-connected trains, compliant with the TCN protocol;

[0067] ETBN: Ethernet Train Backbone Node, abbreviation of Ethernet backbone network node.

[0068] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0069] As attached Figure 1 To Attachment Fig. 9 As shown, a specific embodiment of the rail engineering train reconnection system and its application of the present invention is given, and the present invention is further described below in conjunction with the drawings and specific embodiments. Example

[0070] As attached Figure 1 As shown in the figure, it is a schematic diagram of the train reconnection structure based on the rail engineering train reconnection system of the present invention. The following takes the rail grinding train as an example to introduce the technical solution of the rail engineering train reconnection system of the present invention. The rail engineering train (such as the rail grinding train) is formed by reconnecting two trains (rail grinding trains), and each train includes three vehicles, namely the first vehicle 11, the second vehicle 12 and the third vehicle 13. As shown in the attached figure, Figure 2 As shown, it is a block diagram of the internal network structure of a single track engineering train. Among them, the first vehicle 11 and the third vehicle 13 are both equipped with data exchange equipment (specifically, a layer 2 switch), which are the second data exchange equipment 104 and the third data exchange equipment 105 respectively. The first vehicle 11 is also equipped with a first running display 106 and a first operation display 107, and the third vehicle 13 is also equipped with a second running display 108 and a second operation display 109. The operation display and the running display serve as data exchange transfer stations between the network control platform (CAN) and the Ethernet, and perform data filtering and data communication.

[0071] Taking into account the functional requirements and cost of comprehensive train reconnection, in this embodiment, a three-layer switch is used to replace a two-layer switch in the first car 11 and the third car 13, and two two-layer switches are added in the second car 12 to form an ETB network (or no additional switches are required depending on the specific situation).

[0072] As attached Figure 3 As shown, a specific embodiment of a rail engineering train reconnection system based on an ETB network, the rail engineering train reconnection system 10 includes: a train reconnection network 1, an emergency lifting interlocking module 2, a parking brake interlocking module 3 and an emergency stop interlocking module 4.

[0073] The rail engineering train 100 includes at least three vehicles, namely a first vehicle 11, a second vehicle 12 and a third vehicle 13. Figure 4 As shown, the rail engineering train reconnection system 10 further includes a train reconnection network 1, and the train reconnection network 1 includes a three-layer switching device, a data switching device, a running display and an operation display.

[0074] The three-layer switching device includes a first three-layer switching device 101 installed in the first vehicle 11 and a second three-layer switching device 102 installed in the third vehicle 13 .

[0075] The data exchange device includes a first data exchange device 103 provided in the second vehicle 12 .

[0076] The running display includes a first running display 106 disposed in the first vehicle 11 and connected to the first three-layer switching device 101 , and a second running display 108 disposed in the third vehicle 13 and connected to the second three-layer switching device 102 .

[0077] The operation display includes a first operation display 107 disposed in the first vehicle 11 and connected to the first three-layer switching device 101 , and a second operation display 109 disposed in the third vehicle 13 and connected to the second three-layer switching device 102 .

[0078] The first data switching device 103 is connected between the first layer 3 switching device 101 and the second layer 3 switching device 102. The first layer 3 switching device 101 and the second layer 3 switching device 102 communicate via an ETB network, and the first data switching device 103 communicates with the first layer 3 switching device 101 and the second layer 3 switching device 102 via an ECN network.

[0079] The rail engineering trains 100 are reconnected through the ETB network. The first three-layer switching device 101 and the second three-layer switching device 102 have automatic networking (that is, after the ETB networks on the two rail engineering trains 100 are reconnected, an ETB network can be automatically formed without any manual intervention, and the terminals on the ECN network can exchange data with each other without changing any settings) and routing management functions, which can realize the dynamic reorganization of the ETB network, and can manage the ETB network, as well as the data routing transmission between the ETB network and the ECN network. The first three-layer switching device 101 communicates with the first running display 106 and the first operation display 107 through the ECN network. The second three-layer switching device 102 communicates with the second running display 108 and the second operation display 109 through the ECN network.

[0080] As attached Figure 5As shown, as another specific embodiment of the present invention, the data exchange device further includes a second data exchange device 104 and a third data exchange device 105 arranged in the second vehicle 12. The second data exchange device 104 is connected between the first three-layer exchange device 101 and the second three-layer exchange device 102, and the second data exchange device 104 communicates with the first three-layer exchange device 101 and the second three-layer exchange device 102 through the ETB network. The third data exchange device 105 is connected between the first three-layer exchange device 101 and the second three-layer exchange device 102, and the third data exchange device 105 communicates with the first three-layer exchange device 101 and the second three-layer exchange device 102 through the ETB network. In this embodiment, the reconnection network topology node of the single-row rail engineering train 100 includes two three-layer managed Ethernet switches with routing management function (referred to as three-layer exchange devices), three two-layer unmanaged Ethernet switches (referred to as data exchange devices), two operation displays and two running displays.

[0081] The three-layer switching equipment, data switching equipment, running display and operation display are connected through Ethernet cables. The three-layer switching equipment are connected through cross-over cables, and the three-layer switching equipment and data switching equipment, running display and operation display are connected through straight-through cables. Among them, the three-layer switching equipment specifically adopts a three-layer switch. The three-layer switching equipment is based on the IEC61375 standard and has routing management and automatic networking functions. It can manage the ETB network and the data routing transmission between the ETB network and the ECN network. Considering the redundant design, each three-layer switch has 4 100M Ethernet interfaces for ETB network communication; 8 100M Ethernet interfaces for ECN network communication, 2 of which are used for ring network design. The three-layer switch is further connected to the reconnection socket of the reconnection box through a cross-over cable. The data switching equipment specifically adopts a two-layer switch, which can also be replaced by a router.

[0082] As attached Figure 3The technical solution shown is to replace a three-layer switch in the #1 car (i.e., the first car 11) and the #3 car (i.e., the third car 13) of each rail engineering train 100. If the length of the network cable between the #1 and #3 cars is less than 70 meters, the #2 car does not need to add a new two-layer switch. If it exceeds 70 meters, two two-layer switches should be added to the #2 car (i.e., the second car 12). In the figure, a relatively thin cross-over network cable is connected to the reconnection sockets located at the front and rear of the train. For the two trains in the formation, any combination of the front and rear can achieve network reconnection of the two rail engineering trains 100. The advantage of this technical solution is that it can realize automatic networking without manual setting. When the three-layer switch is abnormal (with ByPass bypass function, that is, the two networks can be directly physically connected without passing through the system of the network security device through a specific trigger state (power failure or crash)), the ETB network will not be forced to interrupt (the two three-layer switches in the single rail engineering train 100 are redundantly configured), and it is very simple to modify based on the original vehicle structure.

[0083] The reconnected train is composed of two rail engineering trains 100, with a total of two three-layer switches (ETBN), and has two independent component networks (the network configurations of the two independent component networks are exactly the same). The ECN network is the internal component network of the train (here refers to the Ethernet network in a single train, which can be regarded as a local area network). The ETB network is a backbone network used for data transmission between the internal component networks of the rail engineering train 100, that is, transmission between ETBNs (here refers to the first three-layer switching device 101 and the second three-layer switching device 102). The ECN network is used for data transmission within the component network and data transmission between the ETBN network. The ETB network (that is, the network between the two ETBNs) is only for data exchange between trains. When the trains are not reconnected, except for data exchange in protocol management, the ETB network does not exchange running and operation control data. The data exchange within this rail engineering train 100 is managed by the internal component network. Since the Ethernet network configuration of each rail engineering train 100 is consistent, that is, the IP addresses of terminals at different locations are fixed, reconnection can be considered as forming two completely identical LANs into one LAN without changing their configurations.

[0084] The grinding operation and running of the rail engineering train 100 are both controlled by the CAN network. The operation display is connected to the operation control system through the CAN module, and the running display is connected to the running control system through the CAN module. The grinding operation and running control data are generated by the operation display, running display and CAN network of the first vehicle 11 or the third vehicle 13, and the data is exchanged within the vehicle through the ECN network. The grinding operation and running control data of this car are output through the operation display and the running display and transferred to the ETB network for transmission through the ECN network of this car. Under the routing management of the first three-layer switching device 101 and the second three-layer switching device 102, after network relay through the second data switching device 104 and the third data switching device 105 (when the network cable length between #1 and #3 cars is less than 70 meters, the second data switching device 104 and the third data switching device 105 can also be omitted), it is transferred from the ETB network of another car to the ECN network, output to the operation display and the running display of this car for display, and then transmitted to the CAN network of this car by the operation display and the running display, so as to realize the interaction of grinding operation and running control data.

[0085] The first running display 106 and the second running display 108 are used to display key information of the running of the rail engineering train 100. The network node definition and display interface of the rail engineering train 100 after reconnection need to be changed. The running information displayed after the rail engineering train 100 is reconnected includes but is not limited to: reconnection status information (communication status), information of all engines after reconnection, including speed and cooling water temperature, etc., shaft pressure and frequency of all transmission shafts after reconnection, driving speed, key status and alarm information, etc.

[0086] The first operation display 107 and the second operation display 109 are used to display the grinding information of the rail engineering train 100. The network node definition and display interface of the rail engineering train 100 need to be changed after reconnection. The grinding information displayed after the rail engineering train 100 is reconnected includes but is not limited to: reconnection status information (communication status), working status and power information of all grinding motors after reconnection, derailment status of all grinding trolleys after reconnection, status and angle information of all deflection motors after reconnection, grinding equipment status and alarm information of each train, operation mode information, and important information such as operation speed, mileage, grinding area, and number of key presses.

[0087] The rail engineering train reconnection system 10 also includes an emergency lifting interlocking module 2. In an emergency, when any emergency lifting button of a grinding head on the reconnection train is pressed, the grinding heads in the group are urgently lifted. Figure 6 As shown, the emergency lifting interlocking module 2 further comprises:

[0088] A first emergency lifting button S1, a first diode D1, a first reconnection relay K1, a first emergency lifting relay K3 and a second emergency lifting relay K4 for realizing emergency lifting of the grinding head of the first vehicle 11; the first emergency lifting button S1 is connected to the first reconnection relay K1, the anode of the first diode D1 is connected to the normally open contact of the first emergency lifting button S1, the cathode is connected to one end of the relay of the first reconnection relay K1, the first reconnection line L1 of the first vehicle 11 is led out from the cathode of the first diode D1 to the reconnection socket, and the other end of the relay of the first reconnection relay K1 is connected to the ground;

[0089] A third emergency lifting relay K5 and a fourth emergency lifting relay K6 for realizing emergency lifting of the grinding head of the second vehicle 12;

[0090] The second emergency lifting button S2, the second diode D2, the second reconnection relay K2, the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 are used to realize the emergency lifting of the grinding head of the third vehicle 13. The second emergency lifting button S2 is connected to the second reconnection relay K2, the anode of the second diode D2 is connected to the normally open contact of the second emergency lifting button S2, the cathode is connected to one end of the relay of the second reconnection relay K2, the second reconnection line L2 of the third vehicle 13 is led out from the cathode of the second diode D2 to the reconnection socket, and the other end of the relay of the second reconnection relay K2 is connected to the ground.

[0091] Among them, the first emergency lifting button S1 of the first vehicle 11 and the second emergency lifting button S2 of the third vehicle 13 are buttons on the driver's console (located on the first vehicle 11 and the third vehicle 13 respectively in the embodiment), the first emergency lifting relay K3 and the second emergency lifting relay K4 of the first vehicle 11 are used to control the emergency lifting power supply of the grinding head of the first vehicle 11, the third emergency lifting relay K5 and the fourth emergency lifting relay K6 of the second vehicle 12 are used to control the emergency lifting power supply of the grinding head of the second vehicle 12, and the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 of the third vehicle 13 are used to control the emergency lifting power supply of the grinding head of the third vehicle 13.

[0092] The normally closed contact of the first emergency lifting button S1, the normally closed contact of the first multi-connection relay K1, the normally closed contact of the second emergency lifting button S2 and the normally closed contact of the second multi-connection relay K2 are connected in series in sequence and then connected to a branch formed by the first emergency lifting relay K3, the second emergency lifting relay K4, the third emergency lifting relay K5, the fourth emergency lifting relay K6, the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 connected in parallel. The control power supply of the first vehicle 11 is connected to the normally closed contact and the normally open contact of the first emergency lifting button S1, and the control power supply of the third vehicle 13 is connected to the normally open contact of the second emergency lifting button S2.

[0093] Under normal circumstances, the normally closed contacts of the first multi-connected relay K1 and the second multi-connected relay K2 are closed, the normally open contacts of the first emergency lifting relay K3, the second emergency lifting relay K4, the third emergency lifting relay K5, the fourth emergency lifting relay K6, the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 are closed, the normally closed contacts of the first emergency lifting button S1 and the second emergency lifting button S2 are closed, and the normally open contacts of the first emergency lifting button S1 and the second emergency lifting button S2 are opened.

[0094] When the first emergency lifting button S1 is pressed, the normally closed contact of the first emergency lifting button S1 is disconnected, the normally open contact is closed, the contact action of the second emergency lifting button S2 remains unchanged, the normally closed contact of the first multi-connection relay K1 is disconnected, the normally closed contact of the second multi-connection relay K2 is closed, the normally open contacts of the first emergency lifting relay K3, the second emergency lifting relay K4, the third emergency lifting relay K5, the fourth emergency lifting relay K6, the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 are disconnected, the power supply of the emergency lifting control circuit of the grinding head of the first vehicle 11, the second vehicle 12 and the third vehicle 13 is disconnected, and the grinding heads in the vehicle formation are lifted. At the same time, the first reconnecting line L1 is energized, and the first reconnecting line L1 or the second reconnecting line L2 of another rail engineering train 100 connected to the first reconnecting line L1 is energized, supplying power to the first reconnecting relay K1 or the second reconnecting relay K2 of the other rail engineering train 100, and the normally open contacts of the first emergency lifting relay K3, the second emergency lifting relay K4, the third emergency lifting relay K5, the fourth emergency lifting relay K6, the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 of the other rail engineering train 100 are disconnected, and the grinding head in the vehicle formation is lifted.

[0095] When the second emergency lifting button S2 is pressed, the normally closed contact of the second emergency lifting button S2 is disconnected, and the normally open contact is closed, the contact action of the first emergency lifting button S1 remains unchanged, the normally closed contact of the second multiconnection relay K2 is disconnected, and the normally closed contact of the first multiconnection relay K1 is closed, the normally open contacts of the first emergency lifting relay K3, the second emergency lifting relay K4, the third emergency lifting relay K5, the fourth emergency lifting relay K6, the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 are disconnected, the power supply of the emergency lifting control circuit of the grinding head of the first vehicle 11, the second vehicle 12 and the third vehicle 13 is disconnected, and the grinding heads in the vehicle formation are lifted. At the same time, the second reconnecting line L2 of the third vehicle 13 is energized, and the first reconnecting line L1 or the second reconnecting line L2 of another rail engineering train 100 connected to the second reconnecting line L2 is energized, supplying power to the first reconnecting relay K1 or the second reconnecting relay K2 of the other rail engineering train 100, and the normally open contacts of the first emergency lifting relay K3, the second emergency lifting relay K4, the third emergency lifting relay K5, the fourth emergency lifting relay K6, the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 of the other rail engineering train 100 are disconnected, and the grinding head in the vehicle formation is lifted.

[0096] The technical solution for the emergency lifting and reconnection of the grinding head is to add a normally closed contact to the main circuit of the emergency lifting button of the first vehicle 11. The power supply of the relay coil of the normally closed contact is controlled by connecting a diode to the normally open contact of the emergency lifting button of this vehicle. At the same time, the rear end line of the diode (i.e., the connection line at the cathode end) is led out to the reconnection socket of the reconnection box, and this line serves as the first reconnection line L1 of the first vehicle 11. Similarly, this line (the second reconnection line L2) of the third vehicle 13 is also connected to the reconnection box located at the front part of the third vehicle 12. For the two rail engineering trains A and B in the formation 100, the definition of the reconnection lines in the reconnection boxes of the first vehicle 11 and the third vehicle 13 is consistent, so any combination of the two trains A and B can realize the reconnection of the emergency lifting buttons of the grinding heads of the two trains A and B.

[0097] The rail engineering train reconnection system 10 also includes a parking brake interlocking module 3. When the rail engineering train 100 is temporarily parked or started for operation, in order to prevent the train from slipping, any parking brake button in the reconnection train is pressed, and the train is in a parking brake state. Figure 7 As shown, the parking brake interlocking module 3 further includes:

[0098] A first parking brake button S3, a third diode D3 and a first parking brake solenoid valve KA1 for implementing parking brake of the first vehicle 11;

[0099] A second parking brake solenoid valve KA2 for implementing parking brake of the second vehicle 12;

[0100] The second parking brake button S4, the fourth diode D4 and the third parking brake solenoid valve KA3 are used to realize the parking brake of the third vehicle 13.

[0101] The first parking brake button S3 and the third diode D3 are connected in series in sequence and connected to one end of a branch formed by the first parking brake solenoid valve KA1, the second parking brake solenoid valve KA2 and the third parking brake solenoid valve KA3 connected in parallel, and the other end of the parallel branch is connected to the ground. The second parking brake button S4 and the fourth diode D4 are connected in series in sequence and connected to one end of a branch formed by the first parking brake solenoid valve KA1, the second parking brake solenoid valve KA2 and the third parking brake solenoid valve KA3 connected in parallel, and the other end of the parallel branch is connected to the ground. One end of the first parking brake button S3 is connected to the control power supply of the first vehicle 11, and the other end is connected to the anode of the third diode D3, and the third reconnection line L3 of the first vehicle 11 is led out from the cathode of the third diode D3 to the reconnection socket. One end of the second parking brake button S4 is connected to the control power supply of the third vehicle 13, and the other end is connected to the anode of the fourth diode D4, and the fourth reconnection line L4 of the third vehicle 13 is led out from the cathode of the fourth diode D4 to the reconnection socket.

[0102] When the first parking brake button S3 or the second parking brake button S4 is pressed, the first parking brake solenoid valve KA1, the second parking brake solenoid valve KA2 and the third parking brake solenoid valve KA3 are powered, and the parking brake control circuit of the rail engineering train 100 is connected. At the same time, the third reconnecting line L3 of the first vehicle 11 is powered, and the third reconnecting line L3 or the fourth reconnecting line L4 of another rail engineering train 100 connected to the third reconnecting line L3 is powered, and the first parking brake solenoid valve KA1, the second parking brake solenoid valve KA2 and the third parking brake solenoid valve KA3 of the other rail engineering train 100 are powered, and the parking brake control circuit of the other rail engineering train 100 is connected.

[0103] The principle of train parking brake reconnection control is to add a diode at the rear end of the parking brake button in each driver's cab of each rail engineering train 100, and connect the rear end line of the diode (i.e. the connection line at the cathode end) to the reconnection socket of each train. When the first parking brake button S3 of the first vehicle 11 or the second parking brake button S4 of the third vehicle 13 is pressed, the first parking brake solenoid valve KA1 of the first vehicle 11, the second parking brake solenoid valve KA2 of the second vehicle 12 and the third parking brake solenoid valve KA3 of the third vehicle 13 are powered, and the brake control circuit is powered on. For the two rail engineering trains A and B in the formation, the parking brake reconnection lines in the reconnection boxes of the first vehicle 11 and the third vehicle 13 are defined in the same way, so any combination of the two trains A and B can achieve the reconnection of the parking brake buttons of the two trains A and B.

[0104] The rail engineering train reconnection system 10 also includes an emergency stop interlocking module 4. When an emergency occurs during the operation of the rail engineering train 100, it is necessary to press the emergency stop button to implement an emergency stop of the train. Figure 8 As shown, the emergency stop interlock module 4 further includes:

[0105] A first emergency stop left button S51, a first emergency stop right button S52, a fifth diode D5 and a first emergency stop solenoid valve KA4 for realizing an emergency stop of the first vehicle 11;

[0106] A second emergency stop solenoid valve KA5 for realizing an emergency stop of the second vehicle 12;

[0107] A second emergency stop left button S61, a second emergency stop right button S62, a sixth diode D6 and a third emergency stop solenoid valve KA6 are used to realize emergency stop of the third vehicle 13.

[0108] After the first emergency stop left button S51 and the first emergency stop right button S52 are connected in parallel, one end is connected to the control power supply of the first vehicle 11, and the other end is connected to the anode of the fifth diode D5. The cathode of the fifth diode D5 is connected to one end of the branch formed by the first emergency stop solenoid valve KA4, the second emergency stop solenoid valve KA5 and the third emergency stop solenoid valve KA6 connected in parallel, and the other end of the parallel branch is connected to the ground. The fifth reconnection line L5 of the first vehicle 11 is led out from the cathode of the fifth diode D5 to the reconnection socket. After the second emergency stop left button S61 and the second emergency stop right button S62 are connected in parallel, one end is connected to the control power supply of the third vehicle 13, and the other end is connected to the anode of the sixth diode D6. The cathode of the sixth diode D6 is connected to one end of the branch formed by the first emergency stop solenoid valve KA4, the second emergency stop solenoid valve KA5 and the third emergency stop solenoid valve KA6 connected in parallel, and the other end of the parallel branch is connected to the ground. The sixth reconnection line L6 of the third vehicle 13 is led out from the cathode of the sixth diode D6 to the reconnection socket.

[0109] When any of the first emergency stop left button S51, the first emergency stop right button S52, the second emergency stop left button S61 and the second emergency stop right button S62 is pressed, the first emergency stop solenoid valve KA4, the second emergency stop solenoid valve KA5 and the third emergency stop solenoid valve KA6 are powered, and the emergency stop control circuit of the rail engineering train 100 is connected. At the same time, the fifth reconnection line L5 of the first vehicle 11 is powered, and the fifth reconnection line L5 or the sixth reconnection line L6 of another rail engineering train 100 connected to the fifth reconnection line L5 is powered, and the first emergency stop solenoid valve KA4, the second emergency stop solenoid valve KA5 and the third emergency stop solenoid valve KA6 of the other rail engineering train 100 are powered, and the emergency stop control circuit of the other rail engineering train 100 is connected.

[0110] The principle of engine emergency stop reconnection is similar to the principle of parking brake. When the first emergency stop left button S51, the first emergency stop right button S52 of the first vehicle 11, and the second emergency stop left button S61, the second emergency stop right button S62 of the third vehicle 13 are pressed, the first emergency stop solenoid valve KA4 of the first vehicle 11, the second emergency stop solenoid valve KA5 of the second vehicle 12, and the third emergency stop solenoid valve KA6 of the third vehicle 13 are energized, and the emergency stop control circuit is powered on. The emergency stop reconnection lines in the reconnection boxes of the first vehicle 11 and the third vehicle 13 are defined in the same way, so any combination of the A and B trains can achieve the reconnection of the emergency stop buttons of the A and B trains.

[0111] As attached Fig. 9 As shown, it is a schematic structural block diagram of two rail engineering trains 100 after being integrally reconnected.

[0112] Example 1

[0113] The described rail engineering train reconnection system 10 connects two rail engineering trains 100 into a complete train through Ethernet cables and hard wires by forming a reconnection network and a hardware interlocking circuit, thereby realizing running and grinding control, as well as displaying related running and operation status. The hardware interlocking circuit realizes the hardware interlocking of key functions, which include four functional units: emergency lifting of grinding head, emergency shutdown of engine, running power and parking brake. The key functions can be controlled at any driver's console (i.e., any vehicle with a driver's console) and are not controlled by the reconnection network.

[0114] Example 2

[0115] An application of the rail engineering train reconnection system 10 as described in Example 1 on a dual-power 48-grinding head rail grinding vehicle, the rail engineering train 100 includes a first vehicle 11 (i.e., vehicle #1), a second vehicle 12 (i.e., vehicle #2), and a third vehicle 13 (i.e., vehicle #3) connected in sequence, the rail engineering train 100 uses both internal combustion and electric power, and is powered by electricity. Figure 1 In the illustrated embodiment, two rail engineering trains 100 are reconnected in the order of #1 car - #2 car - #3 car - #1 car - #2 car - #3 car. In addition, the two rail engineering trains 100 can also be reconnected in the order of #1 car - #2 car - #3 car - #3 car - #2 car - #1 car, #3 car - #2 car - #1 car - #1 car - #2 car - #3 car, and #3 car - #2 car - #1 car - #3 car - #2 car - #1 car.

[0116] The dual-power 48-grinding-head rail grinding vehicle consists of three vehicles, including two working vehicles and one traction vehicle. Among them, the first vehicle 11 is the working vehicle, the second vehicle 12 is the traction vehicle, and the third vehicle 13 is the working vehicle. The working vehicles are located at both ends of the train, and the structures of the two working vehicles are exactly the same and can be used interchangeably. The traction vehicle is located in the middle of the train and provides electric power for the entire train. The first vehicle 11 and the third vehicle 13 are both equipped with internal combustion power, and the second vehicle 12 is equipped with an electric traction device. The dual-power rail grinding train can be driven by both internal combustion and contact network electric drive.

[0117] During driving and operation, the above two power sources can be switched seamlessly. The vehicle is equipped with two sets of grinding devices with a total of 48 grinding heads, which are distributed under the frames of the two working vehicles. Each set of grinding devices is composed of three 8-grinding grinding trolleys connected by articulation. The dual-power rail grinding train adopts an integral driver's cab, which is located at both ends of the train. The driver's cab is equipped with a main and deputy driver's console. The driving control is on the left and the grinding control is on the right. The vehicle can travel and operate in both directions. The dual-power 48-grinding-head rail grinding vehicle is equipped with two power sources: internal combustion generator set power supply and contact network power supply. It adopts AC-DC-AC transmission mode. The train can operate in both power-on and non-power-off areas. The two power sources can be switched seamlessly during driving or operation. The AC power provided by the internal combustion generator set or the contact network is rectified and inverted to provide power to the hydraulic station, and then the hydraulic station provides hydraulic power for the running motor and the grinding system.

[0118] For the dual-power 48-grinding-head rail grinding vehicle, grinding operation instructions and running operation instructions are input through their respective displays (i.e., operation display and running display). Both the running display and operation display can generate instructions and send them through the CAN network.

[0119] By implementing the rail engineering train reconnection system and the technical solution of its application described in the specific embodiment of the present invention, the following technical effects can be produced:

[0120] (1) The rail engineering train reconnection system and its application described in the specific embodiment of the present invention adopts a three-layer switch and a two-layer switch to form a three-layer network data exchange to realize the reconnection of two or more rail engineering trains, and can realize automatic networking without manual setting. When the switch fails, the entire network will not be forced to be interrupted, and it is very simple to modify it on the original train;

[0121] (2) The rail engineering train reconnection system and its application described in the specific embodiment of the present invention use simple hard wires and relays to achieve the interlocking of key control functions, and have a simple and reliable structure and are easy to modify.

[0122] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0123] The above is only a preferred embodiment of the present invention and does not limit the present invention in any form. Although the present invention has been disclosed as above in the preferred embodiment, it is not used to limit the present invention. Any technician familiar with the art can make many possible changes and modifications to the technical solution of the present invention by using the methods and technical contents disclosed above without departing from the spirit and technical solution of the present invention, or modify it into an equivalent embodiment of equivalent changes. Therefore, any simple modification, equivalent replacement, equivalent change and modification made to the above embodiments according to the technical essence of the present invention without departing from the content of the technical solution of the present invention still falls within the scope of protection of the technical solution of the present invention.

Claims

1. A railway engineering train reconnection system, wherein the railway engineering train (100) comprises at least three vehicles, the three vehicles being a first vehicle (11), a second vehicle (12) and a third vehicle (13), characterized in that: A rail engineering train reconnection system (10) comprises a train reconnection network (1), wherein the train reconnection network (1) comprises a three-layer switching device, a data switching device, a running display and an operation display; The three-layer switching device comprises a first three-layer switching device (101) arranged on the first vehicle (11) and a second three-layer switching device (102) arranged on the third vehicle (13); The data exchange device comprises a first data exchange device (103) arranged on the second vehicle (12); The running display comprises a first running display (106) arranged on the first vehicle (11) and connected to the first three-layer switching device (101), and a second running display (108) arranged on the third vehicle (13) and connected to the second three-layer switching device (102); The operation display comprises a first operation display (107) arranged on the first vehicle (11) and connected to the first three-layer switching device (101), and a second operation display (109) arranged on the third vehicle (13) and connected to the second three-layer switching device (102); The first data switching device (103) is connected between the first three-layer switching device (101) and the second three-layer switching device (102); The first three-layer switching device (101) and the second three-layer switching device (102) use an ETB network for communication, and the first data switching device (103) and the first three-layer switching device (101) and the second three-layer switching device (102) use an ECN network for communication; The rail engineering trains (100) are reconnected via an ETB network; the first three-layer switching device (101) and the second three-layer switching device (102) can realize dynamic reorganization of the ETB network, and can manage the ETB network, as well as data routing transmission between the ETB network and the ECN network; The first three-layer switching device (101) communicates with the first running display (106) and the first operation display (107) via an ECN network; the second three-layer switching device (102) communicates with the second running display (108) and the second operation display (109) via an ECN network; The data exchange device further comprises a second data exchange device (104) and a third data exchange device (105) arranged on the second vehicle (12); the second data exchange device (104) is connected between the first three-layer exchange device (101) and the second three-layer exchange device (102), and the second data exchange device (104) communicates with the first three-layer exchange device (101) and the second three-layer exchange device (102) via an ETB network; the third data exchange device (105) is connected between the first three-layer exchange device (101) and the second three-layer exchange device (102), and the third data exchange device (105) communicates with the first three-layer exchange device (101) and the second three-layer exchange device (102) via an ETB network; The grinding operation and running of the rail engineering train (100) are both controlled by the CAN network; the grinding operation and running control data are generated by the operation display, running display and CAN network of the first vehicle (11) or the third vehicle (13), and the data is exchanged within the vehicle through the ECN network; the grinding operation and running control data of the vehicle are output through the operation display and running display and transferred to the ETB network through the ECN network of the vehicle for transmission, and under the routing management of the first three-layer switching device (101) and the second three-layer switching device (102), the data are transferred from the ETB network of another vehicle to the ECN network, and output to the operation display and running display of the vehicle for display, and then transmitted from the operation display and running display to the CAN network of the vehicle, so as to realize the interaction of grinding operation and running control data; The rail engineering train reconnection system (10) further comprises an emergency lifting interlocking module (2) and a parking brake interlocking module (3).

2. The track engineering train reconnection system according to claim 1, characterized in that: The first running display (106) and the second running display (108) are used to display running information of the track engineering train (100), and the running information displayed after the track engineering train (100) is reconnected includes: reconnection status information, information of all engines after reconnection, shaft pressure and frequency information of all transmission shafts after reconnection, driving speed and alarm information.

3. The track engineering train reconnection system according to claim 2, characterized in that: The first operation display (107) and the second operation display (109) are used to display the grinding information of the track engineering train (100). The grinding information displayed after the track engineering train (100) is reconnected includes: reconnection status information, working status and power information of all grinding motors after reconnection, derailment status of all grinding trolleys after reconnection, status and angle information of all deflection motors after reconnection, grinding equipment status and alarm information of each train, operation mode information, and operation speed, mileage, and grinding area information.

4. The track engineering train reconnection system according to claim 1, 2 or 3, characterized in that: The emergency lifting interlocking module (2) comprises: A first emergency lifting button (S1), a first diode (D1), a first reconnection relay (K1), a first emergency lifting relay (K3) and a second emergency lifting relay (K4) for realizing emergency lifting of the grinding head of the first vehicle (11); the first emergency lifting button (S1) is connected to the first reconnection relay (K1), the anode of the first diode (D1) is connected to the normally open contact of the first emergency lifting button (S1), the cathode is connected to one end of the relay of the first reconnection relay (K1), a first reconnection line (L1) of the first vehicle (11) is led out from the cathode of the first diode (D1), and the other end of the relay of the first reconnection relay (K1) is connected to the ground; A third emergency lifting relay (K5) and a fourth emergency lifting relay (K6) for realizing emergency lifting of the grinding head of the second vehicle (12); A second emergency lifting button (S2), a second diode (D2), a second reconnection relay (K2), a fifth emergency lifting relay (K7) and a sixth emergency lifting relay (K8) for realizing emergency lifting of the grinding head of the third vehicle (13); the second emergency lifting button (S2) is connected to the second reconnection relay (K2), the anode of the second diode (D2) is connected to the normally open contact of the second emergency lifting button (S2), the cathode is connected to one end of the relay of the second reconnection relay (K2), the second reconnection line (L2) of the third vehicle (13) is led out from the cathode of the second diode (D2), and the other end of the relay of the second reconnection relay (K2) is connected to the ground; The normally closed contact of the first emergency lifting button (S1), the normally closed contact of the first multi-connection relay (K1), the normally closed contact of the second emergency lifting button (S2) and the normally closed contact of the second multi-connection relay (K2) are connected in series in sequence and then connected to a branch formed by the first emergency lifting relay (K3), the second emergency lifting relay (K4), the third emergency lifting relay (K5), the fourth emergency lifting relay (K6), the fifth emergency lifting relay (K7) and the sixth emergency lifting relay (K8) being connected in parallel; the control power supply of the first vehicle (11) is connected to the normally closed contact and the normally open contact of the first emergency lifting button (S1), and the control power supply of the third vehicle (13) is connected to the normally open contact of the second emergency lifting button (S2); Under normal circumstances, the normally closed contacts of the first reconnection relay (K1) and the second reconnection relay (K2) are closed, the normally open contacts of the first emergency lifting relay (K3), the second emergency lifting relay (K4), the third emergency lifting relay (K5), the fourth emergency lifting relay (K6), the fifth emergency lifting relay (K7) and the sixth emergency lifting relay (K8) are closed, the normally closed contacts of the first emergency lifting button (S1) and the second emergency lifting button (S2) are closed, and the normally open contacts of the first emergency lifting button (S1) and the second emergency lifting button (S2) are disconnected; When the first emergency lifting button (S1) is pressed, the normally closed contact of the first emergency lifting button (S1) is disconnected, the normally open contact is closed, the contact action of the second emergency lifting button (S2) remains unchanged, the normally closed contact of the first multi-connection relay (K1) is disconnected, the normally closed contact of the second multi-connection relay (K2) is closed, the normally open contacts of the first emergency lifting relay (K3), the second emergency lifting relay (K4), the third emergency lifting relay (K5), the fourth emergency lifting relay (K6), the fifth emergency lifting relay (K7) and the sixth emergency lifting relay (K8) are disconnected, and the emergency lifting control circuits of the grinding heads of the first vehicle (11), the second vehicle (12) and the third vehicle (13) are powered on. The power is disconnected, and the grinding head in the vehicle set is lifted; at the same time, the first reconnecting line (L1) is energized, and the first reconnecting line (L1) or the second reconnecting line (L2) of another track engineering train (100) connected to the first reconnecting line (L1) is energized, and the first reconnecting relay (K1) or the second reconnecting relay (K2) of the other track engineering train (100) is powered, and the normally open contacts of the first emergency lifting relay (K3), the second emergency lifting relay (K4), the third emergency lifting relay (K5), the fourth emergency lifting relay (K6), the fifth emergency lifting relay (K7) and the sixth emergency lifting relay (K8) of the other track engineering train (100) are disconnected, and the grinding head in the vehicle set is lifted; When the second emergency lifting button (S2) is pressed, the normally closed contact of the second emergency lifting button (S2) is disconnected and the normally open contact is closed, the contact action of the first emergency lifting button (S1) remains unchanged, the normally closed contact of the second reconnecting relay (K2) is disconnected, the normally closed contact of the first reconnecting relay (K1) is closed, the normally open contacts of the first emergency lifting relay (K3), the second emergency lifting relay (K4), the third emergency lifting relay (K5), the fourth emergency lifting relay (K6), the fifth emergency lifting relay (K7) and the sixth emergency lifting relay (K8) are disconnected, and the power supply of the emergency lifting control circuit of the grinding head of the first vehicle (11), the second vehicle (12) and the third vehicle (13) is disconnected. The grinding head in the vehicle set is lifted; at the same time, the second reconnecting line (L2) of the third vehicle (13) is energized, and the first reconnecting line (L1) or the second reconnecting line (L2) of another track engineering train (100) connected to the second reconnecting line (L2) is energized, and the first reconnecting relay (K1) or the second reconnecting relay (K2) of the other track engineering train (100) is powered, and the normally open contacts of the first emergency lifting relay (K3), the second emergency lifting relay (K4), the third emergency lifting relay (K5), the fourth emergency lifting relay (K6), the fifth emergency lifting relay (K7) and the sixth emergency lifting relay (K8) of the other track engineering train (100) are disconnected, and the grinding head in the vehicle set is lifted.

5. The track engineering train reconnection system according to claim 1, 2 or 3, characterized in that: The parking brake interlocking module (3) comprises: A first parking brake button (S3), a third diode (D3) and a first parking brake solenoid valve (KA1) for implementing parking brake of the first vehicle (11); a second parking brake solenoid valve (KA2) for implementing parking brake of the second vehicle (12); A second parking brake button (S4), a fourth diode (D4) and a third parking brake solenoid valve (KA3) for implementing parking brake of the third vehicle (13); The first parking brake button (S3) and the third diode (D3) are connected in series in sequence and connected to one end of a branch formed by the first parking brake solenoid valve (KA1), the second parking brake solenoid valve (KA2) and the third parking brake solenoid valve (KA3) being connected in parallel, and the other end of the parallel branch is connected to the ground; The second parking brake button (S4) and the fourth diode (D4) are connected in series in sequence and connected to one end of a branch formed by the first parking brake solenoid valve (KA1), the second parking brake solenoid valve (KA2) and the third parking brake solenoid valve (KA3) being connected in parallel, and the other end of the parallel branch is connected to the ground; One end of the first parking brake button (S3) is connected to the control power supply of the first vehicle (11), and the other end is connected to the anode of the third diode (D3), and the third reconnection line (L3) of the first vehicle (11) is led out from the cathode of the third diode (D3); One end of the second parking brake button (S4) is connected to the control power supply of the third vehicle (13), and the other end is connected to the anode of the fourth diode (D4), and the fourth reconnection line (L4) of the third vehicle (13) is led out from the cathode of the fourth diode (D4); When the first parking brake button (S3) or the second parking brake button (S4) is pressed, the first parking brake solenoid valve (KA1), the second parking brake solenoid valve (KA2) and the third parking brake solenoid valve (KA3) are energized, and the parking brake control circuit of the rail engineering train (100) is connected; At the same time, the third connection line (L3) of the first vehicle (11) is energized, and the third connection line (L3) or the fourth connection line (L4) of another track engineering train (100) connected to the third connection line (L3) is energized, and the first parking brake solenoid valve (KA1), the second parking brake solenoid valve (KA2) and the third parking brake solenoid valve (KA3) of the other track engineering train (100) are powered, and the parking brake control circuit of the other track engineering train (100) is connected.

6. The track engineering train reconnection system according to claim 1, 2 or 3, characterized in that: The rail engineering train reconnection system (10) further comprises an emergency stop interlocking module (4), wherein the emergency stop interlocking module (4) comprises: A first emergency stop left button (S51), a first emergency stop right button (S52), a fifth diode (D5) and a first emergency stop solenoid valve (KA4) for realizing an emergency stop of the first vehicle (11); A second emergency stop solenoid valve (KA5) for achieving an emergency stop of the second vehicle (12); A second emergency stop left button (S61), a second emergency stop right button (S62), a sixth diode (D6) and a third emergency stop solenoid valve (KA6) for realizing emergency stop of the third vehicle (13); The first left emergency stop button (S51) and the first right emergency stop button (S52) are connected in parallel, and one end is connected to the control power supply of the first vehicle (11), and the other end is connected to the anode of the fifth diode (D5); the cathode of the fifth diode (D5) is connected to one end of a branch formed by the first emergency stop solenoid valve (KA4), the second emergency stop solenoid valve (KA5) and the third emergency stop solenoid valve (KA6) connected in parallel, and the other end of the parallel branch is connected to the ground; the fifth reconnection line (L5) of the first vehicle (11) is led out from the cathode of the fifth diode (D5); The second emergency stop left button (S61) and the second emergency stop right button (S62) are connected in parallel, and one end is connected to the control power supply of the third vehicle (13), and the other end is connected to the anode of the sixth diode (D6); the cathode of the sixth diode (D6) is connected to one end of a branch formed by the first emergency stop solenoid valve (KA4), the second emergency stop solenoid valve (KA5) and the third emergency stop solenoid valve (KA6) connected in parallel, and the other end of the parallel branch is connected to the ground; the sixth reconnection line (L6) of the third vehicle (13) is led out from the cathode of the sixth diode (D6); When any one of the first emergency stop left button (S51), the first emergency stop right button (S52), the second emergency stop left button (S61) and the second emergency stop right button (S62) is pressed, the first emergency stop solenoid valve (KA4), the second emergency stop solenoid valve (KA5) and the third emergency stop solenoid valve (KA6) are energized, and the emergency stop control circuit of the rail engineering train (100) is connected; At the same time, the fifth connection line (L5) of the first vehicle (11) is energized, and the fifth connection line (L5) or the sixth connection line (L6) of another track engineering train (100) connected to the fifth connection line (L5) is energized, and the first emergency stop solenoid valve (KA4), the second emergency stop solenoid valve (KA5) and the third emergency stop solenoid valve (KA6) of the other track engineering train (100) are powered, and the emergency stop control circuit of the other track engineering train (100) is connected.

7. An application of the rail engineering train reconnection system as claimed in any one of claims 1 to 6 on a dual-power 48-grinding-head rail grinding vehicle, characterized in that: The track engineering train (100) comprises a first vehicle (11), a second vehicle (12) and a third vehicle (13) which are connected in sequence. The track engineering train (100) adopts both internal combustion and electric power and is powered by electricity.

8. The use according to claim 7, characterized in that: The first vehicle (11) is a work vehicle, the second vehicle (12) is a tractor, and the third vehicle (13) is a work vehicle; the first vehicle (11) and the third vehicle (13) are both provided with internal combustion power, and the second vehicle (12) is provided with electric power.

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