Rail engineering vehicle and marshalling reconnection control method and device thereof

Abstract

The invention discloses a rail engineering vehicle and a marshalling reconnection control method and device thereof, and relates to the technical field of rail traffic, the method comprises the following steps: when a reconnection collaborative operation mode is started, obtaining reconnection information of each rail engineering vehicle in a train marshalling; wherein the reconnection information comprises the position and the placing sequence of each rail engineering vehicle after combination; according to the reconnection information, the operation motor reconnection sequence number of each rail engineering vehicle in the train group is determined; according to the reconnection information, the operation motor reconnection sequence number and the running direction of the train marshalling, operation motor control parameters of a single operation train in the rail engineering vehicle are determined; according to the method, at least two rows of rail engineering vehicles are reconnected and combined into the train marshalling, key action control of multi-machine coordinated operation in a reconnection collaborative operation mode can be achieved by defining the combined positions, the arrangement sequence and the operation motor reconnection sequence numbers of all the rail engineering vehicles, limited skylight point time is fully utilized, and the working efficiency is improved. And the operation efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a marshaling and reconnecting control method and device for rail engineering vehicles and a rail engineering vehicle. Background Art

[0002] Rail engineering vehicles are often divided into many types due to their functions and uses, such as stabilization vehicles for ballast line maintenance, rail grinding vehicles and rail-changing vehicles for rail repair, comprehensive operation vehicles for contact network maintenance, and rail vehicles for power traction. With the rapid development of my country's railways, the carrying capacity and speed of passenger and freight vehicles are also increasing, and the resulting line inspection and maintenance work has become increasingly important and arduous, and the "window" time left for line inspection and maintenance operations has become more and more precious. How to use the limited window time to do more line inspection and maintenance work will be the key to ensuring the future rapid development of my country's railways and safe and stable operation.

[0003] At present, the traditional railway maintenance method is often that within the limited window time, single-function rail engineering vehicles travel alone or multiple vehicles are connected and run to the destination and then work separately, which is inefficient and lacks coordination with each other. Therefore, how to make full use of the limited window time, so that multiple rail engineering vehicles can work together and improve the working efficiency, is an urgent problem to be solved today. Summary of the invention

[0004] The purpose of the present invention is to provide a method and device for controlling the grouping and coupling of rail engineering vehicles and rail engineering vehicles, so as to make full use of the limited window time, enable multiple rail engineering vehicles to be coupled and work in coordination, and improve the working efficiency.

[0005] In order to solve the above technical problems, the present invention provides a marshaling and reconnecting control method for rail engineering vehicles, comprising:

[0006] When the reconnection collaborative operation mode is started, the reconnection information of each rail engineering vehicle in the train formation is obtained; wherein the reconnection information includes the combined position and placement order of each rail engineering vehicle;

[0007] According to the reconnection information, determining the reconnection sequence number of the operating motor of each rail engineering vehicle in the train formation; wherein the sequence numbers of any two reconnection sequence numbers of the operating motors are different;

[0008] The operating motor control parameters of the single-section operating train in the rail engineering vehicle are determined according to the reconnection information, the operating motor reconnection sequence number and the driving direction of the train formation; wherein the operating motor control parameters include motor distance parameters and / or deflection unit distance parameters.

[0009] On the other hand, the combined position includes the serial numbers of each rail engineering vehicle in the train formation arranged in the order facing the preset direction of advance, and the placement order includes the train arrangement corresponding to each of the rail engineering vehicles with reference to the preset direction of advance, and the train arrangement is forward placement or reverse placement.

[0010] On the other hand, determining the reconnection sequence number of the operating motor of each rail engineering vehicle in the train formation according to the reconnection information includes:

[0011] According to the combined position and the placement order, the working motor reconnection number of each rail engineering vehicle in the train formation is determined in order toward the preset forward direction; wherein the working motor reconnection number of the front working motor in the train formation is smaller than the working motor reconnection number of the rear working motor.

[0012] On the other hand, the rail engineering vehicle includes a rail grinding vehicle, the working motor reconnection number of the front parallel working motor pair in the train formation is smaller than the working motor reconnection number of the rear parallel working motor pair, the parallel working motor pair includes a left working motor and a right working motor, and the working motor reconnection number of the left working motor in one of the parallel working motors is smaller than the working motor reconnection number of the right working motor.

[0013] On the other hand, after determining the reconnection sequence number of the operating motor of each rail engineering vehicle in the train formation according to the reconnection information, it also includes:

[0014] The reconnection sequence number of the operating motor is sent to a display in the driver's cab in the train formation for display.

[0015] On the other hand, before obtaining the reconnection information of each track engineering vehicle in the train formation, it also includes:

[0016] The current rail engineering vehicle obtains the reconnection mode information of the reconnection system; wherein the current rail engineering vehicle is any of the rail engineering vehicles;

[0017] According to the reconnection mode information, determining whether to start the reconnection collaborative operation mode;

[0018] If yes, the reconnection collaborative operation mode is started, and the step of obtaining the reconnection information of each track engineering vehicle in the train formation is performed;

[0019] If not, the current rail engineering vehicle is controlled in stand-alone mode.

[0020] On the other hand, the rail engineering vehicle includes a rail grinding vehicle, and the operating motor control parameters include the motor distance parameters and the deflection unit distance parameters; the motor distance parameters include the motor distance and the additional distance, and the lowering order of the left operating motor and the lowering order of the right operating motor in the single-section operating train; the deflection unit distance parameters include the deflection unit distance and the additional distance, and the deflection order of the deflection unit corresponding to the left operating motor and the deflection order of the deflection unit corresponding to the right operating motor in the single-section operating train.

[0021] On the other hand, the determining of the operating motor control parameters of the single-section operating train in the rail engineering vehicle according to the reconnection information, the operating motor reconnection sequence number and the travel direction of the train formation includes:

[0022] The rail grinding vehicle determines the additional distance according to the combined position and the travel direction; wherein the additional distance includes the distance between the front end of each single-section working train in the rail grinding vehicle in the travel direction and the grinding starting point;

[0023] According to the placement order and the driving direction, the motor distance and the deflection unit distance are determined; wherein the motor distance is the distance between each of the working motors and the front end of the single working train in the driving direction; the deflection unit distance is the distance between each of the deflection units and the front end of the single working train in the driving direction;

[0024] The lowering sequence and the deflection sequence are determined according to the working motor reconnection sequence number and the driving direction.

[0025] The present invention also provides a rail engineering vehicle marshaling and reconnection control device, comprising:

[0026] An acquisition unit, used to acquire the reconnection information of each rail engineering vehicle in the train formation when starting the reconnection cooperative operation mode; wherein the reconnection information includes the combined position and placement order of each rail engineering vehicle;

[0027] A sequence number determination unit, used to determine the reconnection sequence number of the operating motor of each rail engineering vehicle in the train formation according to the reconnection information; wherein the sequence numbers of any two of the operating motor reconnection sequence numbers are different;

[0028] A parameter determination unit is used to determine the operating motor control parameters of a single operating train in the rail engineering vehicle according to the reconnection information, the operating motor reconnection sequence number and the driving direction of the train formation; wherein the operating motor control parameters include motor distance parameters and / or deflection unit distance parameters.

[0029] In addition, the present invention also provides a rail engineering vehicle, comprising:

[0030] Memory for storing computer programs;

[0031] The processor is used to implement the steps of the rail engineering vehicle marshaling and reconnection control method as described above when executing the computer program.

[0032] A method for controlling the formation and reconnection of rail engineering vehicles provided by the present invention comprises: when starting a reconnection cooperative operation mode, obtaining reconnection information of each rail engineering vehicle in a train formation; wherein the reconnection information comprises the combined position and placement order of each rail engineering vehicle; according to the reconnection information, determining the reconnection sequence number of an operating motor of each rail engineering vehicle in the train formation; wherein the sequence numbers of any two operating motor reconnection sequence numbers are different; according to the reconnection information, the operating motor reconnection sequence number and the driving direction of the train formation, determining the operating motor control parameters of a single operating train in the rail engineering vehicle; wherein the operating motor control parameters comprise motor distance parameters and / or deflection unit distance parameters.

[0033] It can be seen that the present invention combines at least two rail engineering vehicles into a train formation by reconnecting them. By defining the combined position, placement order and reconnection sequence number of each rail engineering vehicle, the control parameters of the operating motors of the multi-machine coordinated operation can be determined, thereby realizing the key action control of the multi-machine coordinated operation in the reconnection collaborative operation mode, making full use of the limited skylight time, and improving the operation efficiency. In addition, the present invention also provides a rail engineering vehicle formation reconnection control device and a rail engineering vehicle, which also have the above-mentioned beneficial effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0035] Figure 1 A flow chart of a method for controlling the marshaling and reconnecting of rail engineering vehicles provided by an embodiment of the present invention;

[0036] Figure 2 A schematic diagram of a sequential demarshalling operation of a multi-train marshaling system provided by an embodiment of the present invention;

[0037] Figure 3 for Figure 2 The schematic diagram of the return of a multi-train formation after the operation is completed is shown;

[0038] Figure 4 A schematic diagram of a network architecture of a complex vehicle model of an ECN+ETB network provided by an embodiment of the present invention;

[0039] Figure 5 A schematic diagram of a network architecture of a simple vehicle model of an ECN+ETB network provided by an embodiment of the present invention;

[0040] Figure 6 A schematic diagram of a reconnection architecture of a train formation of an ECN+ETB network provided by an embodiment of the present invention;

[0041] Figure 7 Schematic diagram of four combinations of two trains of 48-head rail grinding vehicles connected together according to an embodiment of the present invention;

[0042] Figure 8 A diagram showing a reconnected form of a 96-head rail grinding fleet provided by an embodiment of the present invention;

[0043] Fig. 9 A schematic flow chart of another method for controlling the marshaling and reconnecting of rail engineering vehicles provided by an embodiment of the present invention;

[0044] Fig.10 A schematic diagram of the motor arrangement of a 48-head rail grinding vehicle in a single-machine mode provided by an embodiment of the present invention;

[0045] Fig.11 A schematic diagram of the motor arrangement of a 96-head rail grinding fleet provided by an embodiment of the present invention;

[0046] Fig.12 A schematic diagram of the positions of operating motors in a single operating train of a 48-head rail grinding vehicle provided in an embodiment of the present invention;

[0047] Fig.13 A schematic diagram of the corresponding relationship between a deflection unit and a grinding motor of a dual-power grinding vehicle provided by an embodiment of the present invention;

[0048] Fig.14 The present invention provides a structural block diagram of a rail engineering vehicle marshaling and reconnection control device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0049] 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 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.

[0050] Please refer to Figure 1 , Figure 1 A flow chart of a method for controlling the marshaling and reconnection of a rail engineering vehicle provided by an embodiment of the present invention. The method may include:

[0051] Step 101: When starting the reconnection collaborative operation mode, obtain the reconnection information of each track engineering vehicle in the train formation; wherein the reconnection information includes the combined position and placement order of each track engineering vehicle.

[0052] It can be understood that the train formation in this embodiment can be a train formation composed of at least two rail engineering vehicles, that is, two or more rail engineering vehicles can form a train formation when the reconnection collaborative operation mode is started. The rail engineering vehicles in this embodiment can be divided into multiple types according to their use functions (i.e., types of work), such as turnout tamping vehicles, track tamping vehicles, stabilization vehicles, rail vehicles, screening vehicles, ballast vehicles, flaw detection vehicles, comprehensive operation vehicles, and rail grinding vehicles.

[0053] Correspondingly, this embodiment does not limit the specific number and type of rail engineering vehicles in the train formation. For example, the types of work of the rail engineering vehicles in the train formation in this embodiment can be the same or similar. For example, two trains of 48-head rail grinding vehicles can be reconnected into a 96-head rail grinding team. The operating speeds of the two vehicles are the same, and the operating efficiency can be doubled; the cleaning car and the ballast car can be reconnected to form a cleaning team, and the tamping car (such as a turnout tamping car or a track tamping car) and the stabilizing car can be reconnected to form a tamping team. For example, fleet A (train formation 1) can include 2 track working vehicles (internal combustion + battery) and 2 flat cars (100t); fleet B (train formation 2) can include 2 track working vehicles (internal combustion + battery), 2 flat cars (100t) and 1 track working vehicle (contact network + battery); fleet C (train formation 3) can include 1 track working vehicle (internal combustion + battery), 1 box-type rail switching vehicle and 1 track working vehicle (internal combustion + battery); fleet D (train formation 4) can include 2 turnout tamping vehicles and 1 stabilizing vehicle; fleet E (train formation 5) can include 1 comprehensive working vehicle and 1 track working vehicle (contact network + battery).

[0054] For example, in this embodiment, two trains of rail engineering vehicles using the reconnected collaborative operation mode can be reconnected to form a fleet (i.e., train formation); multiple fleets can be self-operated to the predetermined point for operation in sequence, or multiple fleets can be coupled together and transported to the predetermined point by a rail tractor and then the fleets can be separated for separate operations. After the operation is completed, they will return to the station in sequence or be coupled together again and transported to the station by a rail tractor. In order to improve the operating efficiency of the reconnected formation, the reconnected collaborative operation mode can establish specifications for the formation operation process: 1. Before leaving the station, vehicles with similar functions should be reconnected and formed into one fleet according to the type of work. 2. Each fleet is arranged in sequence according to the planned operating range. 3. When leaving the station, according to the railway self-operation or coupling regulations, each fleet will self-operate or couple in sequence to reach the designated operating point or operating range without the need to be disassembled. Figure 2 As shown in the figure, the whole coupling method will arrive at the operation point in sequence: ① Team 1 arrives at the destination (i.e., time t1), team 1 is disassembled, and team 1 starts to work; ② The coupled vehicles continue to move forward, team 2 arrives at the destination (i.e., time t2), team 2 is disassembled, and team 2 starts to work; ③ The coupled vehicles continue to move forward, team 3 arrives at the destination (i.e., time t3), team 3 is disassembled, and team 3 starts to work. 4. After the operation is completed, according to the railway self-operation or coupling regulations, the operating teams return to the station in sequence by self-operation or coupling; Figure 3 As shown, when the operation is completed, at time t4, fleet 3 and fleet 2 are coupled, return to the critical point of the operation section of fleet 1, complete the coupling with fleet 1 again, return to the station, and the operation of this fleet is completed. Figure 2 and Figure 3 Among them, fleet 1 has two rail engineering vehicles, vehicles 101 and 102; fleet 2 has three rail engineering vehicles, vehicles 201, 202 and 203; fleet 3 has three rail engineering vehicles, vehicles 301, 302 and 303.

[0055] It should be noted that in order to realize the coordinated operation of each rail engineering vehicle in the train formation in this embodiment, the rail engineering vehicles in the train formation can be communicated with each other, and the single train sections in each rail engineering vehicle can be communicated with each other, so that the communication network (i.e., subnet) inside each rail engineering vehicle can form a reconnection system of the train formation.

[0056] Correspondingly, the specific network architecture of each rail engineering vehicle in this embodiment, that is, the specific network architecture of the reconnection system of the train formation, can be set by the designer according to practical scenarios and user needs. For example, wireless equipment can be installed in each rail engineering vehicle to achieve communication connection between the rail engineering vehicles in the train formation; because wireless networks often require the laying of base stations or signal stations at certain intervals on the track line, which increases the construction cost and implementation difficulty, and there is a certain risk of loss of control for the control of wireless transmission methods in complex terrain (such as tunnels and Gobi deserts), in this embodiment, an ETB network (Ethernet Train Backbone) can be used between the rail engineering vehicles in the train formation to achieve reconnection between the rail engineering vehicles. For example, a switch may be provided in each single train section of a rail engineering vehicle, and each switch may include a communication-connected ETB module and a first ECN (Ethernet Consist Network) module. The ETB modules in the switches of two adjacent single train sections are communication-connected, and the first ECN modules in the switches of two adjacent single train sections are communication-connected. The ETB modules in the switches of the single train sections at both ends of the rail engineering vehicle may be used to communicate and connect with other rail engineering vehicles to achieve reconnection through the ETB network. Correspondingly, the ETB modules in the switches of two adjacent single train sections in two adjacent trains of rail engineering vehicles in the train formation are connected through an ETB line. That is to say, by providing the ETB modules in the switches of each single train section in the rail engineering vehicle, the ETB modules in the rail engineering vehicle are mutually redundant. When a problem occurs in a certain ETB module, it may automatically switch to other redundant ETB modules to continue to complete the automatic formation function.

[0057] Furthermore, since the number of ETH (Ethernet) ports of the ECN module in the switch is limited, in this embodiment, a second ECN module (such as a layer 2 managed switch) can be provided in each single train section of the rail engineering vehicle, such as the second ECN modules of two adjacent single train sections in the rail engineering vehicle are communicated with each other, and the first ECN modules and the second ECN modules of the single train sections at both ends of the rail engineering vehicle are communicated with each other, so as to communicate with each other through a switch (such as Figure 4 The setting of the second ECN module in the three-layer switch in the vehicle makes the vehicle ECN network form a ring network redundancy, improves the stability of data communication, and ensures the safety of operation and travel.

[0058] Correspondingly, the first ECN module and the second ECN module in a single train section of the rail engineering vehicle can be connected one-to-one with the running control unit and the operation control unit in the single train section, respectively. Figure 4As shown, the ECNN (ECN node, i.e., the first ECN module) in the three-layer switch can be connected to the WCU (operation control unit), and the operation control unit cascades the operation DO (digital output) module (DOM), the operation DI (digital input) module (DIM), the operation AO (analog output) module (AOM), and the operation AI (analog input) module (AIM) and other IO (input and output) modules through the field bus; the ECNN (i.e., the second ECN module) outside the three-layer switch can be connected to the VCU (running control unit), and the running control unit cascades the running DO module (DOM), the running DI module (DIOM), the running AO module (AIM), and the operation AI module (AIM) and other IO modules through the field bus, so that the running and operation sub-networks in the rail engineering vehicle are independent of each other, which is convenient for subsequent control. In other embodiments, the first ECN module can be connected to the running control unit, and the second ECN module can be connected to the operation control unit.

[0059] Correspondingly, the ECN module (such as the first ECN module or the second ECN module) connected to the running control unit may also be connected to components used for running control, such as the traction control unit, the brake control unit and the battery management unit. Figure 4 As shown, the ECNN in the three-layer switch can connect the traction control unit (TCU), brake control unit (BCU) and battery management unit (BMS).

[0060] Furthermore, a single-section train at any one or both ends of the rail engineering vehicle (i.e., the train where the driver's cab is located) may also be provided with a running display and an operation display; accordingly, the first ECN module and / or the second ECN module in the single-section train at any one or both ends of the rail engineering vehicle may be connected to the running display and the operation display, such as the ECN module connected to the running control unit is connected to the running display, and the ECN module connected to the operation control unit is connected to the operation display; Figure 4 As shown, the first ECN module can be connected to the travel control unit and the travel display (THMI), and the second ECN module can be connected to the work control unit and the work display (WHMI).

[0061] like Figure 4 and Figure 5 As shown in the figure, the single-machine network architecture of rail engineering vehicles can be divided into three layers; the first layer is the vehicle reconnection level, which is the top layer and is the network for reconnecting the vehicle with other vehicles. It is supported by the ETB module of the three-layer switch. The ETB modules are redundant. When an ETB has a problem, it will automatically switch to the redundant ETB to continue to perform the automatic marshaling function. The second layer is the backbone network of the vehicle, which is used for each single train section of the vehicle (such as Figure 4CAR1-4 in the figure can represent the data communication between the four single-carriage trains in this car. The CPU (central processing unit) stations and displays of each car exchange data through the backbone network, which is supported by the ECN module of the three-layer switch. Considering the limited number of ETH ports of the ECN module of the three-layer switch, each car is separately configured with an ECN module independent of the three-layer switch (such as a two-layer managed switch), so that the vehicle backbone network forms a ring network redundancy. At the same time, the main control CPU of each car (such as VCU and WCU) is connected to two switches, which ensures that the disconnection of any line in the ring network or the damage of any ECN Ethernet switch will not affect the data interaction between the sections of the backbone network, greatly improving the stability of data communication, thereby ensuring the safety of operation and travel. The third layer is the field bus network for running or operation. Each car is equipped with a running and operation CPU (i.e., VCU and WCU). The CPU cascades N IO modules to form the running or operation field bus sub-network of the vehicle. The running and operation sub-networks are independent of each other, and in this embodiment, the power supply of the operation module can be turned off separately. When the operation system fails, the operation module can be turned off to ensure that the running network runs alone.

[0062] Correspondingly, the network architecture of the rail engineering vehicle in this embodiment is not limited to Figure 4 The complex model shown and Figure 5 The network architecture of the simple vehicle type shown in the figure, such as the rail engineering vehicle, can also be a simple vehicle type including only one single train section, or other complex vehicles including three or more single train sections, all of which can adopt Figure 4 and Figure 5 The corresponding scheme is set, and this embodiment does not impose any restrictions on this. Figure 6 As shown, cars #X1 to #X6 can represent 6 rail engineering vehicles with the same or similar working purposes. When collaborative work is required, they can be organized into a fleet (i.e., train formation) by connecting the pre-set reconnection ETB interfaces of each car end to end, and coordinate synchronous running and operation. For example, the configuration mode of the rail engineering vehicle in this embodiment can include manual mode and automatic mode. The default mode is automatic mode, which is completed by the automatic configuration function of ETB+ECN, that is, when the rail engineering vehicle is connected to other rail engineering vehicles through the ETB interface, it can automatically form a reconnection system (i.e., ETB+ECN network) with other rail engineering vehicles. The number of rail engineering vehicles in the train formation is not limited in this embodiment, and can be Figure 6 The six rail engineering vehicle trains shown may also be a complex formation of fewer than two rail engineering vehicle trains, three rail engineering vehicle trains, or more than six rail engineering vehicle trains.

[0063] Among them, in this embodiment, when the current rail engineering vehicle starts the reconnection collaborative operation mode, it can obtain the reconnection information of each rail engineering vehicle in the train formation to control its own or the operating motors of all rail engineering vehicles in the train formation, and realize multi-machine coordinated operation under the reconnection collaborative operation mode; wherein, the current rail engineering vehicle can be a rail engineering vehicle in the train formation, such as any rail engineering vehicle or a target rail engineering vehicle (such as the first rail engineering vehicle in the direction of travel).

[0064] Correspondingly, the specific content of the reconnection information in this embodiment can be set by the designer according to the usage scenario and user needs. When two adjacent rail engineering vehicles in the train formation are reconnected, their combination mode may be head-to-tail head-to-tail connection, head-to-tail tail-to-head connection, or tail-to-head head-to-tail connection. Taking a 48-head rail grinding car (01 car and 02 car) with 3 cars as an example, when two cars are reconnected, their combination can be divided into Figure 7 There are four situations shown: situation 1-1 / 2 / 3 / 1 / 2 / 3, situation 2-1 / 2 / 3 / 3 / 2 / 1, situation 3-3 / 2 / 1 / 1 / 2 / 3, situation 4-3 / 2 / 1 / 1 / 2 / 3; in this embodiment, the reconnection information may include a combined position for indicating the combined position of each rail engineering vehicle in the train formation (i.e., the arrangement position between each rail engineering vehicle) and a placement order for indicating the train arrangement of each single train of each rail engineering vehicle, so as to reflect the specific position of each rail engineering vehicle in the train formation.

[0065] For example, the combined position may include the serial numbers of the rail engineering vehicles arranged in the train formation in the order of the preset forward direction, such as Figure 7 When the two vehicles are connected together, the combined position may include the vehicle serial number (i.e., the ID of the vehicle subnet) and the other vehicle serial number (i.e., the ID of the other vehicle subnet) of the current rail engineering vehicle. For example, when the serial number is 1, it indicates the first row of rail engineering vehicles (i.e., the ID of the other vehicle subnet) heading in the preset forward direction. Figure 7 01 in the figure), when the serial number is 2, it means the second rail engineering vehicle heading in the preset direction (such as Figure 7 The arrangement order may include the arrangement of trains corresponding to each track engineering vehicle with reference to a preset forward direction, such as Figure 7 When the double train is coupled, the placement order may include the train arrangement of the current track engineering vehicle and the train arrangement of other vehicles. For example, when the train arrangement is 1, it means that the single train is placed in the forward direction in the preset forward direction (such as Figure 7 In the case of 1-1 / 2 / 3 / 1 / 2 / 3, the 01 and 02 cars are arranged in the forward direction, which means that the single train is arranged in the reverse direction of the preset forward direction (such as Figure 7In some other embodiments, the combined position may also include the serial numbers of the rail engineering vehicles arranged in the train formation in the order away from the preset forward direction, and this embodiment does not impose any limitation on this.

[0066] Correspondingly, the reconnection information may also include the car numbers of the individual trains of each rail engineering vehicle in the train formation. For example, in the order of heading in the preset forward direction, the car number (i.e., car number) of the front individual train in the train formation is smaller than the car number of the rear individual train, such as Figure 8 As shown, regardless Figure 7 Whether the arrangement of the two rail grinding vehicles in R1 / R2 / R3 is consistent with the preset forward direction (forward placement) or the arrangement of R3 / R2 / R1 is opposite to the vehicle forward direction (reverse placement), the car numbers of the single-section trains of each rail engineering vehicle in the train formation are all R1-R6 facing the preset forward direction, realizing the redefinition of the car numbers of the single-section trains of each rail engineering vehicle in the train formation; accordingly, when the rail engineering vehicle includes a rail grinding vehicle, the reconnection information can also include the grinding trolley in the single-section working train of the rail grinding vehicle (such as Figure 7 The trolley numbers of the trolleys 1, 2 and 3 in the R1 car and the trolleys 4, 5 and 6 in the R3 car are arranged in the order of the preset forward direction. If the trolley number of the front trolley in the train formation is smaller than the trolley number of the rear trolley, the trolley can be equipped with a grinding head responsible for cutting the rails. Only when the trolley is lowered can the rail grinding car perform the rail grinding operation; Figure 8 As shown, regardless Figure 7 Whether the two rail grinding cars are placed forward or reversely, the car numbers of the grinding cars of each track engineering vehicle in the train formation are all 1-12 facing the preset forward direction.

[0067] Among them, when the current rail engineering vehicle in this embodiment starts the reconnection collaborative operation mode, the specific method of obtaining the reconnection information of each rail engineering vehicle in the train formation can be set by the designer according to the practical scenario and user needs. For example, the current rail engineering vehicle can obtain the reconnection information by communicating with other rail engineering vehicles in the train formation; the current rail engineering vehicle can also directly receive the reconnection information sent by the reconnection system. This embodiment does not impose any restrictions on this.

[0068] Correspondingly, before step 101 in this embodiment, the current rail engineering vehicle can also obtain the reconnection mode information of the reconnection system; wherein the current rail engineering vehicle is any rail engineering vehicle; according to the reconnection mode information, it is determined whether to start the reconnection collaborative operation mode; if so, the reconnection collaborative operation mode is started and step 101 is entered; if not, the current rail engineering vehicle is controlled according to the stand-alone mode. Fig. 9As shown, the current rail engineering vehicle is connected to other rail engineering vehicles to form a reconnected system (such as Figure 4 and Figure 5 When the ETB+ECN network shown in the figure is used, the current rail engineering vehicle can read the reconnection mode information of the reconnection system (such as reconnection collaborative operation mode or stand-alone mode). When the reconnection mode information is the reconnection collaborative operation mode, the reconnection collaborative operation mode is started and the reconnection information is obtained. When the reconnection mode information is the stand-alone mode, the corresponding control process is executed according to the strategy and parameters of the stand-alone mode.

[0069] Step 102: Determine the reconnection sequence number of the operating motor of each rail engineering vehicle in the train formation according to the reconnection information; wherein the reconnection sequence numbers of any two operating motors are different.

[0070] It can be understood that the working motor reconnection sequence number in this embodiment can be a single working train in each track engineering vehicle in the train formation (such as Figure 8 The serial number of the working motor in the R1 car and R3 car of the #X1 car) is redefined in the reconnection system. The single-section train in the rail engineering vehicle can include a single-section working train and other single-section trains (such as a walking power train).

[0071] Correspondingly, for the current rail engineering vehicle in this embodiment, the specific method of determining the reconnection number of the operating motor of each rail engineering vehicle in the train formation according to the reconnection information can be set by the designer according to practical scenarios and user needs. For example, the reconnection number of the operating motor of each rail engineering vehicle in the train formation can be determined according to the position and placement order after combination, in the order facing the preset forward direction; wherein the operating motor reconnection number of the front operating motor in the train formation is smaller than the operating motor reconnection number of the rear operating motor; the reconnection number of the operating motor of each rail engineering vehicle in the train formation can also be determined according to the position and placement order after combination, in the order deviating from the preset forward direction; wherein, in the order facing the preset forward direction, the operating motor reconnection number of the front operating motor in the train formation is larger than the operating motor reconnection number of the rear operating motor.

[0072] Correspondingly, when the rail engineering vehicle includes a rail grinding vehicle, since the operating motors in a single-section operating train in the rail grinding vehicle are arranged in parallel, that is, including two parallel columns of operating motors on the left and right, in this embodiment, the operating motor reconnection sequence number of the front parallel operating motor pair in the train formation is smaller than the operating motor reconnection sequence number of the rear parallel operating motor pair, and the parallel operating motor pair includes a left operating motor and a right operating motor, and the operating motor reconnection sequence number of the left operating motor in a certain parallel operating motor is smaller than the operating motor reconnection sequence number of the right operating motor. In other embodiments, the operating motor reconnection sequence number of the left operating motor in a certain parallel operating motor may also be greater than the operating motor reconnection sequence number of the right operating motor. This embodiment does not impose any restrictions on this.

[0073] For example, two trains of three-car 48-head rail grinding vehicles use Figure 7 When the reconnection is performed in the manner shown in Case 1-1 / 2 / 3 / 1 / 2 / 3 and Case 2-1 / 2 / 3 / 3 / 2 / 1, the rail grinding vehicle can determine the reconnection sequence of the operating motors of the two rail grinding vehicles in the train formation according to the position and placement order after the combination, in the order facing the preset forward direction, so that the reconnection sequence of the operating motor of the left operating motor in a certain parallel operating motor is smaller than the reconnection sequence of the operating motor of the right operating motor, and the results shown in Table 1 are obtained. Two trains of 48 rail grinding vehicles with three cars are used as follows Figure 7 When reconnecting in the manner shown in Case 3-3 / 2 / 1 / 3 / 2 / 1 and Case 4-3 / 2 / 1 / 1 / 2 / 3, the rail grinding vehicles can determine the reconnecting sequence numbers of the operating motors of the two rail grinding vehicles in the train formation according to the positions and placement order after the combination, in the order facing the preset forward direction, so that the operating motor reconnecting sequence number of the left operating motor in a certain parallel operating motor is smaller than the operating motor reconnecting sequence number of the right operating motor, and the results shown in Table 2 are obtained.

[0074] Table 1 Display of the reconnection sequence number of the operating motor after the reconnection combination of cases 1 and 2

[0075] Table 2 Display of the reconnection sequence number of the operating motors after the combination of cases 3 and 4

[0076]

[0077] In Tables 1 and 2, combination 96-L indicates the motor number after the left motor of 96 rail grinding cars is combined (i.e., the operating motor reconnection number); combination 96-R indicates the motor number after the right motor of 96 rail grinding cars is combined; original number indicates the original motor number before reconnection; GMCI indicates the first grinding car in the front after reconnection; GMCII indicates the second grinding car in the back after reconnection; GMCI-#X indicates the operating motor of one rail grinding car; GMCII-#X indicates the operating motor of another rail grinding car; 1 / 2 / 3 / 1 / 2 / 3 indicates that both rail grinding cars are arranged in positive sequence; 1 / 2 / 3 / 3 / 2 / 1 indicates that the front car is arranged in positive sequence and the rear car is arranged in reverse sequence.

[0078] That is to say, considering the application of reconnection and unconnection, the serial number notes on the working motors (such as the above-mentioned #1-48 motors) in the rail engineering vehicle cannot be modified. The motor serial number of the working motor after the reconnection combination in this embodiment (i.e., the working motor reconnection serial number) can be defined only by software and displayed on the upper computer interface for the operator to check and confirm. That is to say, after step 102 in this embodiment, the working motor reconnection serial number can also be sent to the display in the driver's cab in the train formation for display, so that the operator can check and confirm the operation.

[0079] For example, the reconnection system uses Figure 4 and Figure 5 When the ETB+ECN network shown is used, the bottom control unit of the current rail engineering vehicle reads the key information such as the combination mode and positive and negative sequence issued by the core control unit of the ETB+ECN; based on the key information, the key information of the vehicle such as the vehicle number, placement order and trolley number is determined; based on the key information of the vehicle, the software automatically defines the motor number and corresponds it to the working motor reconnection number displayed by the host computer.

[0080] Step 103: Determine the operating motor control parameters of a single operating train in a rail engineering vehicle according to the reconnection information, the operating motor reconnection sequence number and the travel direction of the train formation; wherein the operating motor control parameters include motor distance parameters and / or deflection unit distance parameters.

[0081] It can be understood that the traveling direction of the train formation in this step can be the direction in which the train formation actually travels. When the traveling direction is forward, it is the same as the preset forward direction. When the traveling direction is backward, it is opposite to the preset forward direction.

[0082] Correspondingly, the operating motor control parameters in this embodiment may be the parameters required to control the operating motor in a single operating train in a rail engineering vehicle. The specific number and content of the operating motor control parameters in this embodiment may be set by the designer according to practical scenarios and user needs. For example, the operating motor control parameters may include motor distance parameters related to the distance between the operating motor and the operating position (such as the grinding take-off and landing point) and / or deflection unit distance parameters related to the distance between the deflection unit that controls the operating motor and the operating position. For example, when the rail engineering vehicle needs to lower the operating motor during operation, the motor distance parameters include the motor distance and the additional distance and the order of the operating motor below, and the deflection unit distance parameters include the deflection unit distance and the additional distance and the deflection order of the deflection unit of the operating motor. For example, when the rail engineering vehicle includes a rail grinding vehicle, the operating motor control parameters include motor distance parameters and deflection unit distance parameters; the motor distance parameters include motor distance and additional distance, as well as the lowering order of the left operating motor and the lowering order of the right operating motor in a single operating train; the deflection unit distance parameters include deflection unit distance and additional distance, as well as the deflection order of the deflection unit corresponding to the left operating motor and the deflection order of the deflection unit corresponding to the right operating motor in a single operating train.

[0083] Correspondingly, for the current rail engineering vehicle in this embodiment, according to the reconnection information, the reconnection sequence number of the operating motor and the driving direction of the train formation, the specific method of determining the control parameters of the operating motor of the single-section operating train in the rail engineering vehicle can be set by the designer according to the practical scenario and user needs. For example, when the rail engineering vehicle needs to lower the operating motor during work, the current rail engineering vehicle can determine the additional distance according to the combined position and the driving direction; determine the motor distance and the deflection unit distance according to the placement order and the driving direction; determine the lowering order and the deflection order according to the reconnection sequence number of the operating motor and the driving direction; wherein the additional distance includes the distance from the front end of each single-section operating train in the current rail engineering vehicle to the operation starting point in the driving direction, such as the distance between the front end of each single-section operating train in the rail grinding vehicle and the grinding starting point in the driving direction; the motor distance is the distance between each operating motor and the front end of the single-section operating train in the driving direction; the deflection unit distance is the distance between each deflection unit and the front end of the single-section operating train in the driving direction. That is to say, the distance between each working motor and the working starting point can be determined using the motor distance and additional distance corresponding to each working motor; the distance between each working motor and the working starting point can be determined using the deflection unit distance and additional distance corresponding to each deflection unit.

[0084] For example, when the rail engineering vehicle includes a rail grinding vehicle, in this step, the rail grinding vehicle can determine the additional distance according to the combined position and the driving direction; determine the motor distance and the deflection unit distance according to the placement order and the driving direction; and determine the lowering order and the deflection order according to the working motor reconnection sequence number and the driving direction. Taking a 48-head rail grinding vehicle as an example, the position arrangement of the working motors of the 48-head rail grinding vehicle in the stand-alone mode can be as follows: Fig.10 As shown, the first and third sections of the three single-section trains of the 48-head rail grinding vehicle can be single-section operating trains, and 24 operating motors (such as Fig.10 0-11 of R train and 0-11 of L train); accordingly, after two such 48-head rail grinding vehicles are reconnected, the motor arrangement of the 96-head rail grinding vehicle fleet can be as follows Fig.11 shown.

[0085] Correspondingly, the operating motors on the three grinding carriages on each single operating train (such as Fig.12 The positions of 1-24) in a single-section operating train can be as follows Fig.12 As shown, Fig.12 NF can represent the front end of the 48-head rail grinding car, and NB can represent the rear end of the 48-head rail grinding car. In the non-reconnected collaborative operation mode, the motor serial number of the single-side (such as left or right) operating motor of the three grinding cars of the first single-car train (CAR1) can be defined as num, num=0-11, and the distance between the motor and the front end of the 48-head rail grinding car is FwdDisGrindCar1[num] (such as Fig.12 L1-L12 in the figure), the specific value of FwdDisGrindCar1[num] can be a preset value based on the vehicle structure or actual measurement; the motor distance is the front end face of the rear of the 48-head rail grinding car is BwdDisGrindCar1[num] (such as Fig.12M1~M12 in the figure), the specific value of BwdDisGrindCar1[num] can be a preset value determined by the vehicle structure or actual measurement; define the motor serial number of the single-side (such as left or right) operating motor of the three grinding trolleys of the third single-section train (CAR3) as num, num=0-11, and the distance between the motor and the front end face of the head of the 48th rail grinding car is FwdDisGrindCar3[num], and the specific value of FwdDisGrindCar3[num] can be a preset value determined by the vehicle structure or actual measurement. Value; the distance between the motor and the front end of the rear end of the 48-head rail grinding vehicle is BwdDisGrindCar3[num], and the specific value of BwdDisGrindCar3[num] can be a preset value based on the vehicle structure or actual measurement; that is, in stand-alone mode, the position distance of the 24 operating motors (i.e., grinding motors) on one side of the 48-head rail grinding vehicle can be determined by FwdDisGrindCar1, FwdDisGrindCar3, BwdDisGrindCar1 and BwdDisGrindCar3.

[0086] Correspondingly, the vehicle length of the 48-head rail grinding vehicle can also be defined as CL (such as the preset vehicle length), the vehicle distance when two rows of 48-head rail grinding vehicles are reconnected is RL (such as a pre-set or measured distance value), and the distance between the front end of the 48-head rail grinding vehicle (such as the front end face of the front of the vehicle or the front end face of the rear of the vehicle) and the grinding starting and landing point in the driving direction is FL, such as the distance value calculated or received during driving, so that the motor distance parameters in the forward direction (that is, the driving direction is consistent with the preset forward direction) can be as shown in Table 3 below, and the motor distance parameters in the backward direction (that is, the driving direction is opposite to the preset forward direction) can be as shown in Table 4 below.

[0087] Table 3 Display of motor distance parameters in the forward direction

[0088]

[0089] Table 4 Motor distance parameter display table in the backward direction

[0090]

[0091] In Tables 3 and 4, forward and reverse indicate the placement order of the 48-head rail grinding car during reconnection; CAR1 and CAR3 can represent the first and third single-section trains of the 48-head rail grinding car, which are single-section operation trains; the second single-section train (CAR2) of the 48-head rail grinding car can be a walking power car; the lowering sequence 11-0 can represent the sequential lowering: 11 / 10 / 9....0; the lowering sequence 0-11 can represent the sequential lowering 0 / 1 / 2....11. In the reconnection collaborative operation mode, the additional distance can include CL and RL in addition to FL. The 48-head rail grinding car can determine the additional distance according to the combined position and driving direction; by determining the motor distance parameters, the key position control of the operation motor sequence lifting and lowering can be realized.

[0092] Correspondingly, once the motor distance parameters corresponding to each operating motor are determined, the corresponding deflection unit distance parameters can also be determined. The corresponding relationship between the deflection units and the operating motors of the three grinding trolleys in the first and third sections of the single-section train of the 48-head rail grinding trolley can be as follows: Fig.13 As shown, each deflection unit can correspond to two working motors on the same side, so that the deflection unit distance of the deflection unit in the forward direction only needs to be the motor distance of the front working motor, and the motor distance of the rear working motor in the backward direction can be taken; thus, the deflection unit distance parameters in the forward direction can be as shown in Table 5, and the deflection unit parameters in the backward direction can be as shown in Table 6.

[0093] Table 5 Display of the deflection unit distance parameters in the forward direction

[0094]

[0095] Table 6 Deflection unit distance parameter display table in the backward direction

[0096]

[0097] That is to say, the 48 rail grinding vehicles can determine the motor distance of each working motor in a single working train according to the arrangement order and the direction of travel, thereby determining the deflection unit distance; according to the working motor reconnection sequence number and the direction of travel, the lowering order of each working motor in a single working train can be determined, such as the lowering order of the working motors in each grinding car, thereby determining the deflection order.

[0098] Among them, in this embodiment, after determining the operating motor control parameters, the current rail engineering vehicle can control the operating motor of a single operating train according to the determined operating motor control parameters to achieve key action control of multi-machine coordinated operation.

[0099] In this embodiment, the embodiment of the present invention recouples at least two trains of rail engineering vehicles into a train formation. By defining the combined position, placement order and reconnection sequence number of each rail engineering vehicle, the control parameters of the operating motors of the multi-machine coordinated operation can be determined, thereby realizing the key action control of the multi-machine coordinated operation in the recoupled collaborative operation mode, making full use of the limited window time and improving the operation efficiency.

[0100] Corresponding to the above method embodiment, an embodiment of the present invention also provides a marshaling and reconnecting control device for a rail engineering vehicle. The marshaling and reconnecting control device for a rail engineering vehicle described below and the marshaling and reconnecting control method for a rail engineering vehicle described above can be referred to each other.

[0101] Please refer to Fig.14 , Fig.14 This is a structural block diagram of a rail engineering vehicle marshaling and reconnection control device provided by an embodiment of the present invention. The device may include:

[0102] The acquisition unit 10 is used to acquire the reconnection information of each track engineering vehicle in the train formation when the reconnection cooperative operation mode is started; wherein the reconnection information includes the combined position and placement order of each track engineering vehicle;

[0103] The sequence number determination unit 20 is used to determine the reconnection sequence number of the operating motor of each track engineering vehicle in the train formation according to the reconnection information; wherein the sequence numbers of the reconnection sequence numbers of any two operating motors are different;

[0104] The parameter determination unit 30 is used to determine the operating motor control parameters of a single operating train in a rail engineering vehicle according to the reconnection information, the operating motor reconnection sequence number and the driving direction of the train formation; wherein the operating motor control parameters include motor distance parameters and / or deflection unit distance parameters.

[0105] In some embodiments, the combined position includes the serial numbers of each rail engineering vehicle in the train formation arranged in order facing the preset direction of advance, and the placement order includes the train arrangement corresponding to each rail engineering vehicle with reference to the preset direction of advance, and the train arrangement is forward placement or reverse placement.

[0106] In some embodiments, the sequence number determination unit 20 can be specifically used to determine the working motor reconnection sequence number of each rail engineering vehicle in the train formation according to the combined position and placement order, in the order of the preset forward direction; wherein the working motor reconnection sequence number of the front working motor in the train formation is smaller than the working motor reconnection sequence number of the rear working motor.

[0107] In some embodiments, the rail engineering vehicle includes a rail grinding vehicle, the working motor reconnection number of the front parallel working motor pair in the train formation is smaller than the working motor reconnection number of the rear parallel working motor pair, the parallel working motor pair includes a left working motor and a right working motor, and the working motor reconnection number of the left working motor in a certain parallel working motor is smaller than the working motor reconnection number of the right working motor.

[0108] In some embodiments, the apparatus may further include:

[0109] The display unit is used to send the operating motor reconnection sequence number to the display in the driver's cab in the train formation for display.

[0110] In some embodiments, the apparatus may further include:

[0111] A mode acquisition unit, used to acquire reconnection mode information of the reconnection system; wherein the current rail engineering vehicle is any rail engineering vehicle;

[0112] A mode judgment unit is used to judge whether to start the reconnection cooperative operation mode according to the reconnection mode information; if so, send a start signal to the start unit; if so, send a start signal to the single-machine control unit;

[0113] A starting unit, used to start the reconnection collaborative operation mode and send a starting signal to the acquisition unit 10;

[0114] The stand-alone control unit is used to control the current rail engineering vehicle in a stand-alone mode.

[0115] In some embodiments, the rail engineering vehicle includes a rail grinding vehicle, and the operating motor control parameters include motor distance parameters and deflection unit distance parameters; the motor distance parameters include motor distance and additional distance, and the lowering order of the left operating motor and the lowering order of the right operating motor in a single operating train; the deflection unit distance parameters include deflection unit distance and additional distance, and the deflection order of the deflection units corresponding to the left operating motor and the deflection order of the right operating motor in a single operating train.

[0116] In some embodiments, the parameter determination unit 30 may include:

[0117] The first distance determination subunit is used to determine the additional distance according to the combined position and the travel direction; wherein the additional distance includes the distance between the front end of each single working train in the rail grinding vehicle in the travel direction and the grinding starting point;

[0118] The second distance determination subunit is used to determine the motor distance and the deflection unit distance according to the placement order and the driving direction; wherein the motor distance is the distance between each operating motor and the front end of the single operating train in the driving direction; the deflection unit distance is the distance between each deflection unit and the front end of the single operating train in the driving direction;

[0119] The sequence determination subunit is used to determine the lowering sequence and the deflection sequence according to the working motor reconnection sequence number and the driving direction.

[0120] In this embodiment, the embodiment of the present invention recouples at least two trains of rail engineering vehicles into a train formation. By defining the combined position, placement order and reconnection sequence number of each rail engineering vehicle, the control parameters of the operating motors of the multi-machine coordinated operation can be determined, thereby realizing the key action control of the multi-machine coordinated operation in the recoupled collaborative operation mode, making full use of the limited window time and improving the operation efficiency.

[0121] Corresponding to the above method embodiment, the embodiment of the present invention further provides a rail engineering vehicle. The rail engineering vehicle described below and the marshaling and reconnection control method of the rail engineering vehicle described above can refer to each other.

[0122] A rail engineering vehicle, comprising:

[0123] Memory for storing computer programs;

[0124] The processor is used to implement the steps of the rail engineering vehicle marshaling and reconnection control method provided in the above embodiment when executing the computer program.

[0125] Corresponding to the above method embodiment, the embodiment of the present invention further provides a computer program product. The computer program product described below and the rail engineering vehicle formation and reconnection control method described above can be referred to each other.

[0126] A computer program product includes a computer program / instruction, which, when executed by a processor, implements the steps of the rail engineering vehicle marshaling and reconnection control method provided in the above method embodiment.

[0127] Corresponding to the above method embodiment, an embodiment of the present invention further provides a computer-readable storage medium. The computer-readable storage medium described below and the rail engineering vehicle formation and reconnection control method described above can be referred to each other.

[0128] A computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the rail engineering vehicle marshaling and reconnection control method of the above method embodiment.

[0129] The computer-readable storage medium may be a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, etc., which can store program codes.

[0130] The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referred to each other. For the device, rail engineering vehicle, computer program product and computer readable storage medium disclosed in the embodiment, since they correspond to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description.

[0131] The above is a detailed introduction to a rail engineering vehicle marshaling and reconnection control method, device and rail engineering vehicle provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the scope of protection of the present invention.

Claims

1. A method for controlling the marshaling and reconnection of rail engineering vehicles, characterized in that: include: When the reconnection collaborative operation mode is started, the reconnection information of each rail engineering vehicle in the train formation is obtained; wherein the reconnection information includes the combined position and placement order of each rail engineering vehicle; According to the reconnection information, determining the reconnection sequence number of the operating motor of each rail engineering vehicle in the train formation; wherein the sequence numbers of any two reconnection sequence numbers of the operating motors are different; The operating motor control parameters of the single-section operating train in the rail engineering vehicle are determined according to the reconnection information, the operating motor reconnection sequence number and the driving direction of the train formation; wherein the operating motor control parameters include motor distance parameters and / or deflection unit distance parameters.

2. The method for controlling the marshaling and reconnection of rail engineering vehicles according to claim 1, characterized in that: The combined position includes the serial numbers of each rail engineering vehicle in the train formation arranged in the order facing the preset forward direction, and the placement order includes the train arrangement corresponding to each rail engineering vehicle with reference to the preset forward direction, and the train arrangement is forward placement or reverse placement.

3. The method for controlling the marshaling and reconnection of rail engineering vehicles according to claim 2, characterized in that: Determining the reconnection sequence number of the operating motor of each rail engineering vehicle in the train formation according to the reconnection information includes: According to the combined position and the placement order, the working motor reconnection number of each rail engineering vehicle in the train formation is determined in order toward the preset forward direction; wherein the working motor reconnection number of the front working motor in the train formation is smaller than the working motor reconnection number of the rear working motor.

4. The method for controlling the marshaling and reconnection of rail engineering vehicles according to claim 3, characterized in that: The rail engineering vehicle includes a rail grinding vehicle, the working motor reconnection number of the front parallel working motor pair in the train formation is smaller than the working motor reconnection number of the rear parallel working motor pair, the parallel working motor pair includes a left working motor and a right working motor, and the working motor reconnection number of the left working motor in one of the parallel working motors is smaller than the working motor reconnection number of the right working motor.

5. The method for controlling the marshaling and reconnection of rail engineering vehicles according to claim 1, characterized in that: After determining the reconnection sequence number of the operating motor of each rail engineering vehicle in the train formation according to the reconnection information, the method further includes: The reconnection sequence number of the operating motor is sent to a display in the driver's cab in the train formation for display.

6. The method for controlling the marshaling and reconnection of rail engineering vehicles according to claim 1, characterized in that: Before obtaining the reconnection information of each track engineering vehicle in the train formation, the method further includes: The current rail engineering vehicle obtains the reconnection mode information of the reconnection system; wherein the current rail engineering vehicle is any of the rail engineering vehicles; According to the reconnection mode information, determining whether to start the reconnection collaborative operation mode; If yes, the reconnection collaborative operation mode is started, and the step of obtaining the reconnection information of each track engineering vehicle in the train formation is performed; If not, the current rail engineering vehicle is controlled in stand-alone mode.

7. The method for controlling the marshaling and reconnecting of rail engineering vehicles according to any one of claims 1 to 6, characterized in that: The rail engineering vehicle includes a rail grinding vehicle, and the operating motor control parameters include the motor distance parameters and the deflection unit distance parameters; the motor distance parameters include the motor distance and the additional distance, and the lowering order of the left operating motor and the lowering order of the right operating motor in the single-section operating train; the deflection unit distance parameters include the deflection unit distance and the additional distance, and the deflection order of the deflection unit corresponding to the left operating motor and the deflection order of the deflection unit corresponding to the right operating motor in the single-section operating train.

8. The method for controlling the marshaling and reconnection of rail engineering vehicles according to claim 7, characterized in that: The step of determining the operating motor control parameters of a single operating train in the rail engineering vehicle according to the reconnection information, the operating motor reconnection sequence number and the travel direction of the train formation comprises: The rail grinding vehicle determines the additional distance according to the combined position and the travel direction; wherein the additional distance includes the distance between the front end of each single-section working train in the rail grinding vehicle in the travel direction and the grinding starting point; According to the placement order and the driving direction, the motor distance and the deflection unit distance are determined; wherein the motor distance is the distance between each of the working motors and the front end of the single working train in the driving direction; the deflection unit distance is the distance between each of the deflection units and the front end of the single working train in the driving direction; The lowering sequence and the deflection sequence are determined according to the working motor reconnection sequence number and the driving direction.

9. A marshaling and reconnecting control device for rail engineering vehicles, characterized in that: include: An acquisition unit, used to acquire the reconnection information of each rail engineering vehicle in the train formation when starting the reconnection cooperative operation mode; wherein the reconnection information includes the combined position and placement order of each rail engineering vehicle; A sequence number determination unit, used to determine the reconnection sequence number of the operating motor of each rail engineering vehicle in the train formation according to the reconnection information; wherein the sequence numbers of any two of the operating motor reconnection sequence numbers are different; A parameter determination unit is used to determine the operating motor control parameters of a single operating train in the rail engineering vehicle according to the reconnection information, the operating motor reconnection sequence number and the driving direction of the train formation; wherein the operating motor control parameters include motor distance parameters and / or deflection unit distance parameters.

10. A rail engineering vehicle, characterized in that: include: Memory for storing computer programs; A processor is used to implement the steps of the rail engineering vehicle marshaling and reconnection control method as described in any one of claims 1 to 8 when executing the computer program.

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