Railway engineering vehicle and marshalling reconnection control method and device thereof

Abstract

The application discloses a track engineering vehicle and a marshalling reconnection control method and device thereof, and relates to the technical field of track transportation. The method comprises the following steps: when starting a reconnection cooperative operation mode, reconnection information of each track engineering vehicle in a train marshalling is acquired. The reconnection information comprises combined positions and arrangement sequences of the track engineering vehicles. According to the reconnection information, the operation motor reconnection serial numbers of the track engineering vehicles in the train marshalling are determined. According to the reconnection information, the operation motor reconnection serial numbers and the driving direction of the train marshalling, the operation motor control parameters of a single operation train in the track engineering vehicle are determined. At least two track engineering vehicles are combined into a train marshalling in the application. Through the definition of the combined positions, the arrangement sequences and the operation motor reconnection serial numbers of the track engineering vehicles, the key action control of multi-machine coordinated operation in the reconnection cooperative operation mode can be realized. The limited window point time is fully utilized, and the operation efficiency is improved.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method, device, and rail engineering vehicle for controlling the formation and coupling of rail engineering vehicles. Background Technology

[0002] Track engineering vehicles are often categorized into various types based on their function and purpose, such as stabilization vehicles for ballast track maintenance, rail grinding and rail replacement vehicles for rail repair, comprehensive operation vehicles for overhead contact line maintenance, and railcars for powered traction. With the rapid development of my country's railways, the carrying capacity and speed of passenger and freight trains are also increasing daily. This has led to increasingly important and challenging track inspection and maintenance work, making the "maintenance windows" available for track inspection and maintenance increasingly precious. How to utilize these limited maintenance windows to accomplish more track inspection and maintenance work will be key to ensuring the future high-speed development and safe and stable operation of my country's railways.

[0003] Currently, traditional railway maintenance methods often involve single-function track maintenance vehicles operating independently or multiple vehicles coupled together to their destination within limited maintenance windows. This approach is inefficient and lacks coordination. Therefore, how to fully utilize limited maintenance windows to enable multiple track maintenance vehicles to work in tandem and improve efficiency is an urgent problem to be solved. Summary of the Invention

[0004] The purpose of this invention is to provide a method, device, and track engineering vehicle for controlling the formation and coupling of track engineering vehicles, so as to make full use of the limited maintenance window time, enable multiple track engineering vehicles to be coupled together for coordinated operation, and improve work efficiency.

[0005] To solve the above-mentioned technical problems, the present invention provides a method for controlling the formation and multiple-unit operation of railway engineering vehicles, comprising:

[0006] When the coupled operation mode is activated, the coupled information of each track engineering vehicle in the train formation is obtained; wherein, the coupled information includes the combined position and placement order of each track engineering vehicle;

[0007] Based on the reconnection information, the serial number of the working motor reconnection for each track engineering vehicle in the train formation is determined; wherein, any two serial numbers of the working motor reconnection are different.

[0008] Based on the coupling information, the coupling sequence number of the working motor, and the travel direction of the train formation, the control parameters of the working motor of a single working train in the track engineering vehicle are determined; wherein, the control parameters of the working motor include motor distance parameters and / or deflection unit distance parameters.

[0009] On the other hand, the combined position includes the serial number of each track engineering vehicle in the train formation arranged in order of facing the preset direction of travel, and the placement order includes the train arrangement method corresponding to each track engineering vehicle with reference to the preset direction of travel, wherein the train arrangement method is either forward placement or reverse placement.

[0010] On the other hand, determining the serial number of the working motors of each track engineering vehicle in the train formation based on the reconnection information includes:

[0011] Based on the combined position and the placement order, and in accordance with the order facing the preset forward direction, the serial number of the working motors of each track engineering vehicle in the train formation is determined; wherein, the serial number of the working motor at the front of the train formation is less than the serial number of the working motor at the rear.

[0012] On the other hand, the track engineering vehicle includes a rail grinding vehicle, and the serial number of the working motors of the leading parallel working motor pair in the train formation is less than the serial number of the working motors of the trailing parallel working motor pair. The parallel working motor pair includes a left working motor and a right working motor, and the serial number of the working motor of the left working motor in a certain parallel working motor is less than the serial number of the working motor of the right working motor.

[0013] On the other hand, after determining the serial number of the working motors of each track engineering vehicle in the train formation based on the reconnection information, the method further includes:

[0014] The serial number of the working motor is sent to the display in the driver's cab of the train for display.

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

[0016] The current track engineering vehicle acquires the coupling mode information of the coupling system; wherein, the current track engineering vehicle is any of the track engineering vehicles mentioned above;

[0017] Based on the reconnection mode information, determine whether to activate the reconnection collaborative operation mode;

[0018] If so, the reconnection and collaborative operation mode is activated, and the step of obtaining the reconnection information of each track engineering vehicle in the train formation is executed.

[0019] If not, then control the current track engineering vehicle in stand-alone mode.

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

[0021] On the other hand, determining the control parameters of the working motors of a single working train in the track engineering vehicle based on the coupling information, the coupling sequence number of the working motors, and the travel direction of the train formation includes:

[0022] The rail grinding vehicle determines the additional distance based on the combined position and the direction of travel; wherein, the additional distance includes the distance between the foremost point of each individual working train in the rail grinding vehicle and the grinding starting point in the direction of travel;

[0023] Based on the placement order and the direction of travel, the distance between the motors and the distance between the deflection units are determined; wherein, the distance between the motors is the distance between each of the working motors and the foremost point of the single working train in the direction of travel; the distance between the deflection units is the distance between each of the deflection units and the foremost point of the single working train in the direction of travel.

[0024] The lowering sequence and the deflection sequence are determined based on the serial number of the working motor and the direction of travel.

[0025] The present invention also provides a train formation and multiple-unit control device for railway engineering vehicles, comprising:

[0026] The acquisition unit is used to acquire the coupling information of each track engineering vehicle in the train formation when the coupling cooperative operation mode is started; wherein, the coupling information includes the combined position and placement order of each track engineering vehicle;

[0027] The serial number determination unit is used to determine the serial number of the working motors of each track engineering vehicle in the train formation based on the reconnection information; wherein, any two serial numbers of the working motors are different.

[0028] The parameter determination unit is used to determine the control parameters of the working motor of a single working train in the track engineering vehicle based on the coupling information, the coupling sequence number of the working motor, and the travel direction of the train formation; wherein the control parameters of the working motor include motor distance parameters and / or deflection unit distance parameters.

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

[0030] Memory, used to store computer programs;

[0031] A processor is used to execute the computer program to implement the steps of the train formation and multiple-unit control method for track engineering vehicles as described above.

[0032] The present invention provides a method for controlling the multiple-unit formation of rail engineering vehicles, comprising: acquiring the multiple-unit information of each rail engineering vehicle in the train formation when activating the multiple-unit cooperative operation mode; wherein the multiple-unit information includes the combined position and placement order of each rail engineering vehicle; determining the multiple-unit sequence number of the working motor of each rail engineering vehicle in the train formation according to the multiple-unit information; wherein any two multiple-unit sequence numbers of the working motor are different; determining the working motor control parameters of a single working train in the rail engineering vehicle according to the multiple-unit information, the multiple-unit sequence number of the working motor, and the travel direction of the train formation; wherein the working motor control parameters include motor distance parameters and / or deflection unit distance parameters.

[0033] As can be seen, this invention combines at least two rail engineering vehicles into a train formation. By defining the combined position, placement order, and serial number of the working motors for each rail engineering vehicle, the control parameters of the working motors for multi-vehicle coordinated operation can be determined. This enables the control of key actions in multi-vehicle coordinated operation under the combined operation mode, making full use of limited maintenance windows and improving operational efficiency. Furthermore, this invention also provides a rail engineering vehicle formation and coupling control device and a rail engineering vehicle, which also possess the aforementioned beneficial effects. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0035] Figure 1 A flowchart illustrating a method for controlling the formation and multiple-unit operation of rail engineering vehicles provided in an embodiment of the present invention;

[0036] Figure 2 This is a schematic diagram illustrating a sequential de-staging operation for multiple train formations provided in an embodiment of the present invention;

[0037] Figure 3 for Figure 2 The diagram shown illustrates the return of multi-train formations after the operation is completed.

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

[0039] Figure 5 This is a schematic diagram of a simple vehicle network architecture for an ECN+ETB network provided in an embodiment of the present invention.

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

[0041] Figure 7 This is a schematic diagram illustrating four possible combinations of two 48-head rail grinding vehicles coupled together, as provided in an embodiment of the present invention.

[0042] Figure 8 This is a diagram illustrating a coupled-unit configuration of a 96-head rail grinding vehicle according to an embodiment of the present invention.

[0043] Figure 9 This is a flowchart illustrating another method for controlling the formation and multiple-unit operation of rail engineering vehicles provided in an embodiment of the present invention.

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

[0045] Figure 11 This is a schematic diagram of the motor arrangement of a 96-head rail grinding vehicle fleet provided in an embodiment of the present invention;

[0046] Figure 12 This is a schematic diagram showing the location of the working motor inside a single working train in a 48-head rail grinding vehicle provided in an embodiment of the present invention;

[0047] Figure 13 This is a schematic diagram showing the correspondence between the deflection unit and the grinding motor of a dual-power grinding vehicle provided in an embodiment of the present invention.

[0048] Figure 14 This is a structural block diagram of a train formation and multiple-unit control device for railway engineering vehicles provided in an embodiment of the present invention. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0050] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating a method for controlling the formation and multiple-unit operation of rail engineering vehicles, provided in an embodiment of the present invention. The method may include:

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

[0052] It is understood that the train formation in this embodiment can be a trainset consisting of at least two track engineering vehicles coupled together. That is, two or more track engineering vehicles can form a trainset when the coupled operation mode is activated. The track engineering vehicles in this embodiment can be divided into various types according to their purpose and function (i.e., type of work), such as turnout tamping cars, track tamping cars, stabilizing cars, railcars, track cleaning cars, ballast mixing cars, flaw detection cars, comprehensive operation cars, and rail grinding cars, etc.

[0053] Correspondingly, this embodiment does not limit the specific number and type of track engineering vehicles in the train formation. For example, the track engineering vehicles in the train formation in this embodiment can have the same or similar jobs. For example, two 48-head rail grinding cars can be coupled together to form a 96-head rail grinding car team. The two cars have the same operating speed, and the operating efficiency can be doubled. The screening car and the ballast distribution car can be coupled together to form a screening car team. The tamping car (such as the turnout tamping car or the track tamping car) and the stabilizing car can be coupled together to form a tamping car team. For example, train formation A (train group 1) may include 2 track maintenance vehicles (diesel + battery) and 2 flatcars (100t); train formation B (train group 2) may include 2 track maintenance vehicles (diesel + battery), 2 flatcars (100t) and 1 track maintenance vehicle (overhead contact wire + battery); train formation C (train group 3) may include 1 track maintenance vehicle (diesel + battery), 1 box-type rail replacement vehicle and 1 track maintenance vehicle (diesel + battery); train formation D (train group 4) may include 2 turnout tamping vehicles and 1 stabilizing vehicle; train formation E (train group 5) may include 1 integrated maintenance vehicle and 1 track maintenance vehicle (overhead contact wire + battery).

[0054] For example, in this embodiment, two rail engineering vehicles using the coupled-train cooperative operation mode can be coupled together to form a convoy (i.e., train formation). Multiple convoys can then proceed independently to their designated work points or be coupled together and transported to the designated points by a rail tractor before being separated for individual work. After completion, they can either return to the station independently or be coupled together again and transported to the station by a rail tractor. To improve the efficiency of coupled-train formation, the coupled-train cooperative operation mode can establish standardized procedures for the formation process: 1. Before departure, vehicles with similar functions should be coupled together to form a convoy according to their job type. 2. Each convoy should be arranged sequentially according to the planned work section. 3. Upon departure, according to railway regulations for independent operation or coupling, each convoy should proceed independently or be coupled together to the designated work point or work section without the need for uncoupling. Figure 2 As shown, the overall coupled train will arrive at the work point sequentially: ① Train 1 arrives at its destination (time t1), train 1 is detached, and train 1 begins work; ② The coupled trains continue forward, train 2 arrives at its destination (time t2), train 2 is detached, and train 2 begins work; ③ The coupled trains continue forward, train 3 arrives at its destination (time t3), train 3 is detached, and train 3 begins work. 4. After the work is completed, according to the railway's self-operation or coupled train regulations, the working train convoys will return to the station sequentially via self-operation or coupled train; for example... Figure 3 As shown, when the operation is completed, at time t4, convoy 3 and convoy 2 are coupled together and return to the critical point of the operation section of convoy 1. They are coupled together again with convoy 1 and return to the station, thus completing this convoy operation. Figure 2 and Figure 3 In the convoy, convoy 1 has two rail engineering vehicles, vehicles 101 and 102; convoy 2 has three rail engineering vehicles, vehicles 201, 202 and 203; and convoy 3 has three rail engineering vehicles, vehicles 301, 302 and 303.

[0055] It should be noted that, in order to achieve the coordinated operation of each track engineering vehicle in the train formation, each track engineering vehicle in the train formation can communicate with each other, and each individual train in each track engineering vehicle can communicate with each other, so that the communication network (i.e., subnet) inside each track engineering vehicle can form a train formation coupling system.

[0056] Correspondingly, the specific network architecture of each track engineering vehicle in this embodiment, i.e. the specific network architecture of the train formation coupling system, can be set by the designers according to the practical scenario and user needs. For example, wireless devices can be installed in each track engineering vehicle to realize the communication connection between each track engineering vehicle in the train formation. Since wireless networks often need to lay base stations or signal stations at certain intervals along the track line, which increases the construction cost and implementation difficulty, and there is a certain risk of loss of control in the control of wireless transmission in complex terrain (such as tunnels and Gobi Desert), in this embodiment, an ETB network (Ethernet Train Backbone) can be used between each track engineering vehicle in the train formation to realize the coupling between each track engineering vehicle. For example, each individual train in a rail engineering vehicle can be equipped with a switch. Each switch can include an ETB module for communication and a first ECN (Ethernet Consistent Network) module. The ETB modules in the switches of two adjacent individual trains are connected to each other, and the first ECN modules in the switches of two adjacent individual trains are also connected to each other. The ETB modules in the switches of the individual trains at both ends of the rail engineering vehicle can be used to communicate with other rail engineering vehicles to achieve reconnection via the ETB network. Correspondingly, the ETB modules in the switches of two adjacent individual trains in two adjacent rail engineering vehicles in a train formation are connected via ETB lines. In other words, by setting up the ETB modules in the switches of each individual train in the rail engineering vehicle, the ETB modules in the rail engineering vehicle are redundant. When one ETB module fails, it can automatically switch to another redundant ETB module to continue the automatic formation function.

[0057] Furthermore, since the number of ETH (Ethernet) ports in the ECN module of the switch is limited, in this embodiment, a second ECN module (such as a Layer 2 managed switch) can be set in each individual train of the rail engineering vehicle. For example, the second ECN modules of two adjacent individual trains in the rail engineering vehicle can communicate with each other, and the first and second ECN modules of the individual trains at both ends of the rail engineering vehicle can communicate with each other, so as to achieve communication independently of the switch (such as...). Figure 4 The configuration of the second ECN module in the three-layer switch enables the vehicle's ECN network to form a ring network redundancy, improving the stability of data communication and ensuring the safety of operation and travel.

[0058] Correspondingly, the first and second ECN modules in a single train car of a rail engineering vehicle can be connected one-to-one with the running control unit and the operation control unit of the single train car, respectively, such as... Figure 4As shown, the ECNN (ECN node, i.e., the first ECN module) in the three-layer switch can connect to the WCU (Work Control Unit). The Work Control Unit is cascaded with I / O modules such as the Work DO (Digital Output) module (DOM), Work DI (Digital Input) module (DIM), Work AO (Analog Output) module (AOM), and Work AI (Analog Input) module (AIM) via fieldbus. The ECNN (i.e., the second ECN module) outside the three-layer switch can connect to the VCU (Travel Control Unit). The Travel Control Unit is cascaded with I / O modules such as the Travel DO module (DOM), Travel DI module (DIOM), Travel AO module (AIM), and Work AI module (AIM) via fieldbus, making the travel and work sub-networks in the rail engineering vehicle independent of each other, facilitating subsequent control. In other embodiments, the first ECN module can connect to the Travel Control Unit, and the second ECN module can connect to the Work Control Unit.

[0059] Correspondingly, the ECN module connected to the travel control unit (such as the first ECN module or the second ECN module) can also connect to components used for travel 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), the brake control unit (BCU), and the battery management unit (BMS).

[0060] Furthermore, a travel display and a work display can be installed in any one or both ends of a single train (i.e., the train containing the driver's cab); correspondingly, the first ECN module and / or the second ECN module in any one or both ends of a single train in a rail engineering vehicle can be connected to the travel display and the work display, such as the ECN module connected to the travel control unit being connected to the travel display, and the ECN module connected to the work control unit being connected to the work display; for example, Figure 4 As shown, the first ECN module can connect to the travel control unit and the travel display (THMI), and the second ECN module can connect to the job control unit and the job display (WHMI).

[0061] like Figure 4 and Figure 5 As shown, the single-unit network architecture of a rail engineering vehicle can be divided into three layers. The first layer is the vehicle multiple-unit (MMU) level, which is the top layer and is the network for MMUs to connect with other vehicles. This is supported by the ETB module of a Layer 3 switch. The ETB modules are redundant, and when one ETB fails, it will automatically switch to the redundant ETB to continue the automatic train formation function. The second layer is the backbone network of the vehicle, used for the individual train cars (such as...) Figure 4In the diagram, CAR1-4 represents the four single-car trains in this vehicle. Data communication between them is achieved through the CPU (central processing unit) stations and displays of each car via the backbone network, supported by the ECN module of the Layer 3 switch. Considering the limited number of ETH ports of the Layer 3 switch's ECN module, each car is configured with a separate ECN module (such as a Layer 2 managed switch), which forms a ring network redundancy in the vehicle's backbone network. At the same time, the main control CPU (such as VCU and WCU) of each car is connected to two switches. This ensures that the data interaction between the cars in the backbone network will not be affected if any line in the ring network is disconnected or any ECN Ethernet switch is damaged, greatly improving the stability of data communication and thus ensuring the safety of operation and travel. The third layer is the fieldbus network for travel or operation. Each vehicle is equipped with one travel and one operation CPU (i.e., VCU and WCU). The CPU is cascaded with N IO modules to form the travel or operation fieldbus sub-network of this vehicle. The travel 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 travel network operates independently.

[0062] Correspondingly, the network architecture of the track engineering vehicle in this embodiment is not limited to... Figure 4 The complex vehicle model shown and Figure 5 The network architecture shown is for simple vehicle models, such as rail engineering vehicles. It can also be a simple model consisting of only one single-car train, or a more complex model consisting of three or more single-car trains. Figure 4 and Figure 5 The corresponding scheme is set, but this embodiment does not impose any restrictions on it. For example... Figure 6 As shown, cars #X1 to #X6 can represent six rail engineering vehicles with the same or similar operational purposes. When collaborative operation is required, they can be connected end-to-end via their pre-configured ETB interfaces to form a train convoy (i.e., a train formation) for coordinated and synchronized travel and operations. For example, in this embodiment, the configuration mode of the rail engineering vehicles can include manual and automatic modes, with automatic mode as the default. This is accomplished by the automatic configuration function of ETB+ECN, meaning that when a rail engineering vehicle connects to other rail engineering vehicles via the ETB interface, it can automatically form a multiple-unit system (i.e., an ETB+ECN network). This embodiment does not limit the number of rail engineering vehicles in the train formation; it can be any number of vehicles. Figure 6 The six rail engineering vehicles shown can also be complex formations of two or three rail engineering vehicles, or more than six rail engineering vehicles.

[0063] In this embodiment, when the current track engineering vehicle starts the coupled operation mode, it can obtain the coupled information of each track engineering vehicle in the train formation, so as to control the working motor of itself or all track engineering vehicles in the train formation, and realize multi-machine coordinated operation in the coupled operation mode; wherein, the current track engineering vehicle can be a train of track engineering vehicles in the train formation, such as any track engineering vehicle or target track engineering vehicle (such as the first train of track engineering vehicles in the direction of travel).

[0064] Correspondingly, the specific content of the coupling information in this embodiment can be set by the designer according to the usage scenario and user needs. Since the combination mode of two adjacent track engineering vehicles in the train formation may be head-to-tail connection, head-to-tail connection, or tail-to-tail connection, taking a 48-head rail grinding car with 3 cars (car 01 and car 02) as an example, if the two cars are coupled together, the combination can be divided into Figure 7 The four scenarios shown are: Scenario 1-1 / 2 / 3 / 1 / 2 / 3, Scenario 2-1 / 2 / 3 / 3 / 2 / 1, Scenario 3-3 / 2 / 1 / 1 / 2 / 3, and Scenario 4-3 / 2 / 1 / 1 / 2 / 3. In this embodiment, the reconnection information may include the combined position of each track engineering vehicle in the train formation (i.e., the arrangement position between each track engineering vehicle) and the arrangement order of each track engineering vehicle's individual train cars, so as to reflect the specific position of each track engineering vehicle in the train formation.

[0065] For example, the combined position can include the serial numbers of each track engineering vehicle in the train formation, arranged in order of orientation towards the preset direction of travel, such as... Figure 7 When two trains are coupled together, the combined position can include the current train's serial number (i.e., the ID of its own subnet) and the serial number of the other train (i.e., the ID of the other train's subnet). For example, a serial number of 1 indicates the first train of track engineering vehicles heading in the preset direction of travel (e.g., ...). Figure 7 (Car 01 in the sequence) When the serial number is 2, it indicates that the second track engineering vehicle is heading in the preset direction of travel (e.g., Figure 7 (Car 02 in the text). The placement order can include the train arrangement of each track engineering vehicle according to a preset forward direction, such as... Figure 7 When two trains are coupled together, the arrangement order can include the train arrangement of the current track engineering vehicles and the train arrangement of other vehicles. For example, train arrangement 1 indicates that the single train cars are placed facing forward according to the preset direction of travel (e.g., Figure 7 In cases 1-1 / 2 / 3 / 1 / 2 / 3, cars 01 and 02 are used. When the train arrangement is 2, it means that the single train is placed in the forward direction, away from the preset direction of travel (e.g., ...). Figure 7(Car 02 in case 2-1 / 2 / 3 / 3 / 2 / 1). In some other embodiments, the combined position may also include the serial numbers of each track engineering vehicle in the train formation arranged in a sequence away from the preset direction of travel; this embodiment does not impose any restrictions on this.

[0066] Correspondingly, the coupling information can also include the car numbers of individual track engineering vehicles in the train formation. For example, according to the order of facing the preset direction of travel, the car number (i.e., car number) of the first car in the train formation is lower than the car number of the last car. Figure 8 As shown, regardless Figure 7 The question determines whether the two rail grinding cars in the train formation are arranged in the same direction as the preset forward direction (facing forward) or arranged in the opposite direction (facing backward). Ultimately, the car numbers of each individual rail engineering vehicle in the train formation are all R1-R6 facing the preset forward direction, thus redefining the car numbers of each individual rail engineering vehicle in the train formation. Correspondingly, when rail engineering vehicles include rail grinding cars, the coupling information can also include the grinding trolley (e.g., ...) in the individual working train of the rail grinding car. Figure 7 The grinding trolley numbers (car numbers 1, 2, and 3 in car R1 and 4, 5, and 6 in car R3) are determined by the order of the grinding trolleys facing the preset direction of travel. The car number of the grinding trolley at the front of the train is lower than that of the grinding trolley at the back. The grinding trolleys can be equipped with grinding heads responsible for cutting the rails. Only after the grinding trolleys are lowered can the rail grinding car perform rail grinding operations. Figure 8 As shown, regardless Figure 7 Whether the two rail grinding cars in the train are placed facing forward or backward, the car numbers of the grinding cars of each track engineering vehicle in the train formation are all 1-12 facing the preset direction of travel.

[0067] In this embodiment, the specific method by which the current track engineering vehicle obtains the coupling information of each track engineering vehicle in the train formation when it starts the coupling cooperative operation mode can be set by the designer according to the practical scenario and user needs. For example, the current track engineering vehicle can obtain coupling information through communication with other track engineering vehicles in the train formation; the current track engineering vehicle can also directly receive coupling information sent by the coupling system. This embodiment does not impose any restrictions on this.

[0068] Correspondingly, before step 101 in this embodiment, the current track engineering vehicle can also access the reconnection mode information of the reconnection system; wherein, the current track engineering vehicle is any track engineering vehicle; based on the reconnection mode information, it is determined whether to activate the reconnection collaborative operation mode; if yes, the reconnection collaborative operation mode is activated, and step 101 is entered; if no, the current track engineering vehicle is controlled in stand-alone mode. Figure 9As shown, current rail engineering vehicles form multiple-unit systems with other rail engineering vehicles (such as...). Figure 4 and Figure 5 When the ETB+ECN network is shown, the current track engineering vehicle can read the coupling mode information of the coupling system (such as coupling cooperative operation mode or single-machine mode). When the coupling mode information is coupling cooperative operation mode, the coupling cooperative operation mode is started and coupling information is obtained; when the coupling mode information is single-machine mode, the corresponding control process is executed according to the strategy and parameters of single-machine mode.

[0069] Step 102: Based on the coupling information, determine the coupling sequence number of the working motors of each track engineering vehicle in the train formation; wherein, the sequence numbers of any two working motor coupling sequences are different.

[0070] It is understood that the serial number of the work motor in this embodiment can be a single work train in each track engineering vehicle in the train formation (e.g., Figure 8 The serial numbers of the working motors in the R1 and R3 cars of the #X1 car are redefined in the multiple-unit system. A single train in a track engineering vehicle can include single working trains and other single trains (such as mobile propulsion cars).

[0071] Correspondingly, regarding the specific method for determining the serial number of the working motors of each track engineering vehicle in the train formation based on the coupling information in this embodiment, the designer can set it according to the practical scenario and user needs. For example, the serial number of the working motors of each track engineering vehicle in the train formation can be determined according to the combined position and placement order, in the order facing the preset forward direction; wherein, the serial number of the working motor at the front of the train formation is less than the serial number of the working motor at the back. Alternatively, the serial number of the working motors of each track engineering vehicle in the train formation can be determined according to the combined position and placement order, in the order away from the preset forward direction; wherein, in the order facing the preset forward direction, the serial number of the working motor at the front of the train formation is greater than the serial number of the working motor at the back.

[0072] Correspondingly, when rail engineering vehicles include rail grinding vehicles, the working motors in a single working train of the rail grinding vehicle are arranged in parallel, that is, including two parallel rows of working motors on the left and right. In this embodiment, the serial number of the working motors in the front parallel working motor pair in the train formation is lower than the serial number of the working motors in the rear parallel working motor pair. The parallel working motor pair includes a left working motor and a right working motor. In a certain parallel working motor pair, the serial number of the working motor of the left working motor is lower than the serial number of the working motor of the right working motor. In some other embodiments, the serial number of the working motor of the left working motor in a certain parallel working motor pair may also be higher than the serial number of the working motor of the right working motor. This embodiment does not impose any restrictions on this.

[0073] For example, two rail grinding cars with three carriages each, totaling 48 heads, employ methods such as... Figure 7 When the rail grinding cars are coupled in the manner shown in Situations 1-1 / 2 / 3 / 1 / 2 / 3 and 2-1 / 2 / 3 / 3 / 2 / 1, the coupling sequence of the working motors of the two rail grinding cars in the train formation can be determined according to their combined position and placement order, following the order towards the preset direction of travel. This ensures that the coupling sequence of the working motor on the left side of a certain parallel working motor is less than that of the working motor on the right side, resulting in the results shown in Table 1 below. Two 48-head rail grinding cars with three cars each are coupled in the manner shown in Table 1. Figure 7 When the rail grinding vehicles are coupled in the manner shown in cases 3-3 / 2 / 1 / 3 / 2 / 1 and 4-3 / 2 / 1 / 1 / 2 / 3, the coupling sequence of the working motors of the two rail grinding vehicles in the train formation can be determined according to the combined position and placement order, in the order of facing the preset forward direction. This ensures that the coupling sequence of the working motor of the left working motor in a certain parallel working motor is less than that of the working motor of the right working motor, resulting in the results shown in Table 2 below.

[0074] Table 1. Display of the serial numbers for the reconnection of operating motors after combinations of scenarios 1 and 2.

[0075] Table 2. Display of the serial numbers for the operating motors after combinations of scenarios 3 and 4.

[0076]

[0077] In Tables 1 and 2, combination 96-L represents the motor serial number after the left motor combination following the combination of 96 rail grinding cars (i.e., the serial number of the working motors in multiple-connection); combination 96-R represents the motor serial number after the right motor combination following the combination of 96 rail grinding cars; original serial number represents the original motor serial number before multiple-connection; GMCI represents the first grinding car in the first row after multiple-connection; GMCII represents the second grinding car in the second row after multiple-connection; GMCI-#X represents the working motor of one rail grinding car; GMCII-#X represents the working motor of another rail grinding car; 1 / 2 / 3 / 1 / 2 / 3 indicates that both rail grinding cars are arranged in ascending order; 1 / 2 / 3 / 3 / 2 / 1 indicates that the front cars are arranged in ascending order and the rear cars are arranged in descending order.

[0078] In other words, considering the application of multiple-unit decomposition, the serial number labels on the working motors (such as motors #1-48 mentioned above) in the track engineering vehicle cannot be modified. In this embodiment, the motor serial number of the working motor after multiple-unit combination (i.e., the multiple-unit serial number of the working motor) can be defined solely by software and displayed on the host computer interface for the operator to view and confirm. That is to say, after step 102 in this embodiment, the multiple-unit serial number of the working motor can also be sent to the display in the driver's cab of the train formation for the operator to view and confirm.

[0079] For example, the reconnection system adopts Figure 4 and Figure 5 When the ETB+ECN network is shown, the underlying control unit of the current track engineering vehicle reads key information such as the combination mode and positive / negative sequence issued by the core control unit of ETB+ECN; based on the key information, it determines the vehicle number, placement order, and trolley number, etc.; 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: Based on the coupling information, the coupling sequence number of the working motor, and the travel direction of the train formation, determine the control parameters of the working motor of the single working train in the track engineering vehicle; wherein, the control parameters of the working motor include the motor distance parameters and / or the deflection unit distance parameters.

[0081] It is understandable that the direction of travel of the train formation in this step can be the actual direction in which the train formation travels. When traveling forward, this direction is the same as the preset forward direction, and when traveling backward, this direction is opposite to the preset forward direction.

[0082] Correspondingly, the working motor control parameters in this embodiment can be the parameters required to control the working motor in a single working train section of the rail engineering vehicle. The specific number and content of the working motor control parameters in this embodiment can be set by the designer according to the practical scenario and user needs. For example, the working motor control parameters may include motor distance parameters related to the distance between the working motor and the working position (such as the grinding start and end point) and / or deflection unit distance parameters related to the distance between the deflection unit controlling the working motor and the working position. For instance, when the rail engineering vehicle needs to lower the working motor during operation, the motor distance parameters include the motor distance, the additional distance, and the order in which the working motor is lowered; the deflection unit distance parameters include the deflection unit distance, the additional distance, and the deflection order of the deflection units of the working motor. For example, when rail engineering vehicles include rail grinding vehicles, the control parameters for the working motors include motor distance parameters and deflection unit distance parameters; the motor distance parameters include the motor distance and additional distance, as well as the lowering sequence of the left-side working motors and the lowering sequence of the right-side working motors in a single working train; the deflection unit distance parameters include the deflection unit distance and additional distance, as well as the deflection sequence of the deflection units corresponding to the left-side working motors and the deflection sequence of the deflection units corresponding to the right-side working motors in a single working train.

[0083] Correspondingly, the specific method by which the current track engineering vehicle determines the control parameters of the working motors of individual working trains in the track engineering vehicle based on the coupling information, the coupling sequence number of the working motors, and the travel direction of the train formation can be set by the designer according to the practical scenario and user needs. For example, when the track engineering vehicle needs to lower the working motors during operation, the current track engineering vehicle can determine the additional distance based on the combined position and travel direction; determine the motor distance and deflection unit distance based on the placement order and travel direction; and determine the lowering order and deflection order based on the coupling sequence number of the working motors and the travel direction. Among these, the additional distance includes the distance from the foremost point of each individual working train in the current track engineering vehicle in the travel direction to the starting point of the operation, such as the distance between the foremost point of each individual working train in the travel direction and the grinding starting point in a rail grinding vehicle; the motor distance is the distance between each working motor and the foremost point of its respective individual working train in the travel direction; and the deflection unit distance is the distance between each deflection unit and the foremost point of its respective individual working train in the travel direction. In other words, by using the motor distance and additional distance corresponding to each working motor, the distance between each working motor and the starting point of the work can be determined; by using the deflection unit distance and additional distance corresponding to each deflection unit, the distance between each working motor and the starting point of the work can be determined.

[0084] For example, when rail engineering vehicles include rail grinding vehicles, in this step, the additional distance of the rail grinding vehicle can be determined based on its combined position and direction of travel; the motor distance and deflection unit distance can be determined based on the placement order and direction of travel; and the lowering order and deflection order can be determined based on the serial number of the working motors and the direction of travel. Taking a 48-head rail grinding vehicle as an example, the arrangement of the working motors of the 48-head rail grinding vehicle in single-machine mode can be as follows: Figure 10 As shown, the first and third cars of the three-car train of the 48-head rail grinding machine can be single-car work trains, with 24 working motors arranged side by side on both sides of each single-car work train (e.g., Figure 10 (0-11 of column R and 0-11 of column L); correspondingly, after two such 48-head rail grinding cars are coupled together, the motor arrangement of the 96-head rail grinding car team can be as follows: Figure 11 As shown.

[0085] Correspondingly, the working motors (such as) on the three grinding trolleys on each single work train are... Figure 12 The positions of items 1-24) within a single-car work train can be as follows: Figure 12 As shown, Figure 12 In the 48-head rail grinding car, NF can represent the front face of the car's front end, and NB can represent the front face of the car's rear end. In non-multiple-unit cooperative operation mode, the motor serial number of the three grinding trolleys on one side (e.g., left or right) of the first single-unit train (CAR1) can be defined as num, where num = 0-11. The distance between the motor and the front face of the 48-head rail grinding car is FwdDisGrindCar1[num] (e.g., ...). Figure 12 The specific value of FwdDisGrindCar1[num] (L1-L12 in the model) can be a pre-set value determined by the vehicle structure or actual measurement; the distance between the motor and the front end of the rear of the 48-head rail grinding car is BwdDisGrindCar1[num] (e.g. Figure 12The specific values ​​of M1~M12), BwdDisGrindCar1[num] can be preset values ​​determined by the vehicle structure or actual measurements; the motor serial number of the working motor on one side (e.g., left or right) of the three grinding trolleys of the third single-section train (CAR3) is defined as num, where num = 0-11, and the distance between the motor and the front end face of the 48-head rail grinding trolley is defined as FwdDisGrindCar3[num]. The specific value of FwdDisGrindCar3[num] can be preset values ​​determined by the vehicle structure or actual measurements. The distance between the motor and the front end of the rear of the 48-head rail grinding car is BwdDisGrindCar3[num]. The specific value of BwdDisGrindCar3[num] can be a pre-set value determined by the vehicle structure or actual measurement. In other words, in single-machine mode, the positional distance of the 24 working motors (i.e., grinding motors) on one side of the 48-head rail grinding car can be determined by FwdDisGrindCar1, FwdDisGrindCar3, BwdDisGrindCar1, and BwdDisGrindCar3.

[0086] Correspondingly, the length of the 48-head rail grinding car can be defined as CL (such as the preset length), the distance between two 48-head rail grinding cars when they are coupled together can be defined as RL (such as the preset or measured distance value), and the distance from the foremost point of the 48-head rail grinding car (such as the front face of the car head or the front face of the car tail) to the grinding start and end point can be defined as FL, such as the distance value calculated or received during the driving process. The motor distance parameters in the forward direction (i.e., the driving direction is consistent with the preset forward direction) can be shown in Table 3 below, and the motor distance parameters in the reverse direction (i.e., the driving direction is opposite to the preset forward direction) can be shown in Table 4 below.

[0087] Table 3. Motor distance parameters in the forward direction.

[0088]

[0089] Table 4. Motor distance parameters in the backward direction.

[0090]

[0091] In Tables 3 and 4, "forward" and "reverse" indicate the placement order of the 48 rail grinding cars when coupled together; CAR1 and CAR3 can represent the first and third single-car trains of the 48 rail grinding cars, which are single-car work trains; the second single-car train (CAR2) of the 48 rail grinding cars can be a moving 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 of 0 / 1 / 2....11. In the coupled operation mode, the extra distance, in addition to FL, can include distances such as CL and RL. The extra distance of the 48 rail grinding cars can be determined according to their combined position and travel direction; by determining the motor distance parameters, the key position control of the lifting and lowering of the working motor sequence can be achieved.

[0092] Accordingly, once the motor distance parameters corresponding to each working motor are determined, the corresponding deflection unit distance parameters can also be determined. The correspondence between the deflection units and working motors of the three grinding trolleys in the first and third sections of the 48-head rail grinding car can be as follows: Figure 13 As shown, each deflection unit can correspond to two working motors on the same side, so that the deflection unit distance in the forward direction only needs to be the distance of the preceding working motor, and the distance in the backward direction can be the distance of the following working motor; thus, the deflection unit distance parameters in the forward direction can be shown in Table 5 below, and the deflection unit parameters in the backward direction can be shown in Table 6 below.

[0093] Table 5. Deflection Unit Distance Parameters in the Forward Direction

[0094]

[0095] Table 6. Display of deflection unit distance parameters in the backward direction.

[0096]

[0097] In other words, the 48-head rail grinding car can determine the distance between the motors of each working motor in a single working train based on the placement order and the direction of travel, thereby determining the deflection unit distance; based on the serial number of the working motors and the direction of travel, the order in which the working motors in a single working train are lowered can be determined, such as the order in which the working motors in each grinding trolley are lowered, thereby determining the deflection sequence.

[0098] In this embodiment, after determining the control parameters of the working motor, the current track engineering vehicle can control the working motor of a single working train according to the determined working motor control parameters, so as to realize the key action control of multi-machine coordinated operation.

[0099] In this embodiment, the present invention combines at least two rail engineering vehicles into a train formation. By defining the combined position, placement order, and serial number of the working motors of each rail engineering vehicle, the control parameters of the working motors for multi-machine coordinated operation can be determined, thereby realizing the key motion control of multi-machine coordinated operation under the combined operation mode, making full use of the limited track maintenance window time, and improving the operation efficiency.

[0100] Corresponding to the above method embodiments, this invention also provides a trainset and multiple-unit control device for railway engineering vehicles. The trainset and multiple-unit control device for railway engineering vehicles described below and the trainset and multiple-unit control method for railway engineering vehicles described above can be referred to in correspondence with each other.

[0101] Please refer to Figure 14 , Figure 14 This is a structural block diagram of a train formation and multiple-unit control device provided in an embodiment of the present invention. The device may include:

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

[0103] The serial number determination unit 20 is used to determine the serial number of the working motors of each track engineering vehicle in the train formation based on the multiple-connection information; wherein, the serial numbers of any two working motors are different.

[0104] The parameter determination unit 30 is used to determine the control parameters of the working motor of a single working train in the track engineering vehicle based on the multiple-unit information, the multiple-unit sequence number of the working motor and the travel direction of the train formation; wherein, the working motor control parameters include motor distance parameters and / or deflection unit distance parameters.

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

[0106] In some embodiments, the serial number determination unit 20 may be specifically used to determine the serial number of the working motors of each track engineering vehicle in the train formation according to the combined position and placement order, and in the order of facing the preset forward direction; wherein, the serial number of the working motor of the working motor at the front of the train formation is less than the serial number of the working motor of the working motor at the rear.

[0107] In some embodiments, the rail engineering vehicle includes a rail grinding vehicle, and the serial number of the working motors in the leading parallel working motor pair in the train formation is less than the serial number of the working motors in the trailing parallel working motor pair. The parallel working motor pair includes a left working motor and a right working motor, and the serial number of the working motors in a certain parallel working motor is less than the serial number of the working motors in the right working motor.

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

[0109] The display unit is used to send the serial number of the working motors to the display in the driver's cab of the train for display.

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

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

[0112] The mode determination unit is used to determine whether to start the reconnection cooperative operation mode based on the reconnection mode information; if so, it sends a start signal to the start unit; if so, it sends a start signal to the single-unit control unit.

[0113] The starting unit is used to initiate the reconnection and collaborative operation mode by sending a starting signal to the acquisition unit 10.

[0114] A standalone control unit is used to control the current track engineering vehicle in standalone mode.

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

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

[0117] The first distance determination sub-unit is used to determine additional distances based on the combined position and direction of travel; wherein, the additional distances include the distance between the foremost point of each individual working train in the rail grinding car and the grinding starting point in the direction of travel;

[0118] The second distance determination subunit is used to determine the motor distance and deflection unit distance according to the placement order and travel direction; wherein, the motor distance is the distance between each working motor and the foremost point of the single working train in the travel direction; the deflection unit distance is the distance between each deflection unit and the foremost point of the single working train in the travel direction.

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

[0120] In this embodiment, the present invention combines at least two rail engineering vehicles into a train formation. By defining the combined position, placement order, and serial number of the working motors of each rail engineering vehicle, the control parameters of the working motors for multi-machine coordinated operation can be determined, thereby realizing the key motion control of multi-machine coordinated operation under the combined operation mode, making full use of the limited track maintenance window time, and improving the operation efficiency.

[0121] Corresponding to the above method embodiments, this invention also provides a rail engineering vehicle. The rail engineering vehicle described below and the rail engineering vehicle train formation and coupling control method described above can be referred to each other.

[0122] A rail engineering vehicle, comprising:

[0123] Memory, used to store computer programs;

[0124] A processor is used to execute a computer program to implement the steps of the train formation and multiple-unit control method for rail engineering vehicles as provided in the above embodiments.

[0125] Corresponding to the above method embodiments, this invention also provides a computer program product. The computer program product described below and the train formation and coupling control method for rail engineering vehicles described above can be referred to in correspondence.

[0126] A computer program product includes a computer program / instructions that, when executed by a processor, implement the steps of the train formation and multiple-unit control method for rail engineering vehicles provided in the above-described method embodiments.

[0127] Corresponding to the above method embodiments, this invention also provides a computer-readable storage medium. The computer-readable storage medium described below and the train formation and coupling control method for track engineering vehicles described above can be referred to in correspondence.

[0128] A computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the train formation and coupling control method of the above-described method embodiments.

[0129] The computer-readable storage medium can specifically be a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, or any other readable storage medium capable of storing program code.

[0130] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus, rail engineering vehicle, computer program product, and computer-readable storage medium disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple, and relevant parts can be referred to the method section.

[0131] The foregoing has provided a detailed description of the train formation and coupling control method, device, and train engineering vehicle provided by this invention. Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and core ideas of this invention. It should be noted that those skilled in the art can make various improvements and modifications to this invention without departing from its principles, and these improvements and modifications also fall within the protection scope of this invention.

Claims

1. A method for controlling the formation and multiple-unit operation of railway engineering vehicles, characterized in that, include: When the coupled operation mode is activated, the coupled information of each track engineering vehicle in the train formation is obtained; wherein, the coupled information includes the combined position and placement order of each track engineering vehicle; Based on the reconnection information, the serial number of the working motor reconnection for each track engineering vehicle in the train formation is determined; wherein, any two serial numbers of the working motor reconnection are different. Based on the coupling information, the coupling sequence number of the working motors, and the travel direction of the train formation, the control parameters of the working motors for a single working train in the track engineering vehicle are determined; wherein, the track engineering vehicle includes a rail grinding vehicle, and the control parameters of the working motors include motor distance parameters and deflection unit distance parameters; the motor distance parameters include the motor distance and the additional distance, as well as the lowering order of the left working motors and the lowering order of the right working motors in the single working train; the deflection unit distance parameters include the deflection unit distance and the additional distance, as well as the deflection order of the deflection units corresponding to the left working motors and the deflection order of the deflection units corresponding to the right working motors in the single working train; The step of determining the control parameters of the working motors of a single working train in the track engineering vehicle based on the coupling information, the coupling sequence number of the working motors, and the travel direction of the train formation includes: The rail grinding vehicle determines the additional distance based on the combined position and the direction of travel; wherein, the additional distance includes the distance between the foremost point of each individual working train in the rail grinding vehicle and the grinding starting point in the direction of travel; Based on the placement order and the direction of travel, the distance between the motors and the distance between the deflection units are determined; wherein, the distance between the motors is the distance between each of the working motors and the foremost point of the single working train in the direction of travel; the distance between the deflection units is the distance between each of the deflection units and the foremost point of the single working train in the direction of travel. The lowering sequence and the deflection sequence are determined based on the serial number of the working motor and the direction of travel.

2. The method for controlling the formation and multiple-unit operation of rail engineering vehicles according to claim 1, characterized in that, The combined position includes the serial number of each track engineering vehicle in the train formation arranged in order of facing the preset direction of travel. The placement order includes the train arrangement method corresponding to each track engineering vehicle with reference to the preset direction of travel. The train arrangement method is either forward placement or reverse placement.

3. The method for controlling the formation and multiple-unit operation of rail engineering vehicles according to claim 2, characterized in that, The step of determining the serial number of the working motors of each track engineering vehicle in the train formation based on the reconnection information includes: Based on the combined position and the placement order, and in accordance with the order facing the preset forward direction, the serial number of the working motors of each track engineering vehicle in the train formation is determined; wherein, the serial number of the working motor at the front of the train formation is less than the serial number of the working motor at the rear.

4. The method for controlling the formation and multiple-unit operation of rail engineering vehicles according to claim 3, characterized in that, The track engineering vehicle includes a rail grinding vehicle. In the train formation, the serial number of the working motors in the front parallel working motor pair is lower than that in the rear parallel working motor pair. The parallel working motor pair includes a left working motor and a right working motor. In a certain parallel working motor pair, the serial number of the working motors in the left working motor is lower than that in the right working motor.

5. The method for controlling the formation and multiple-unit operation of rail engineering vehicles according to claim 1, characterized in that, After determining the serial number of the working motors of each track engineering vehicle in the train formation based on the reconnection information, the process further includes: The serial number of the working motor is sent to the display in the driver's cab of the train for display.

6. The method for controlling the formation and multiple-unit operation of rail engineering vehicles according to claim 1, characterized in that, Before obtaining the coupling information of each track engineering vehicle in the train formation, the process also includes: The current track engineering vehicle acquires the coupling mode information of the coupling system; wherein, the current track engineering vehicle is any of the track engineering vehicles mentioned above; Based on the reconnection mode information, determine whether to activate the reconnection collaborative operation mode; If so, the reconnection and collaborative operation mode is activated, and the step of obtaining the reconnection information of each track engineering vehicle in the train formation is executed. If not, then control the current track engineering vehicle in stand-alone mode.

7. A trainset and multiple-unit control device for railway engineering vehicles, characterized in that, include: The acquisition unit is used to acquire the coupling information of each track engineering vehicle in the train formation when the coupling cooperative operation mode is started; wherein, the coupling information includes the combined position and placement order of each track engineering vehicle; The serial number determination unit is used to determine the serial number of the working motors of each track engineering vehicle in the train formation based on the reconnection information; wherein, any two serial numbers of the working motors are different. A parameter determination unit is used to determine the control parameters of the working motors of a single working train in the track engineering vehicle based on the coupling information, the coupling sequence number of the working motors, and the travel direction of the train formation; wherein the track engineering vehicle includes a rail grinding vehicle, and the working 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 working motor and the lowering order of the right working motor in the single working train; the deflection unit distance parameters include deflection unit distance and the additional distance, as well as the deflection order of the deflection units corresponding to the left working motor and the deflection order of the deflection units corresponding to the right working motor in the single working train; The device is applied to the rail grinding vehicle, and the parameter determination unit includes: The first distance determination subunit is used to determine the additional distance based on the combined position and the direction of travel; wherein, the additional distance includes the distance between the foremost point of each single working train in the rail grinding vehicle and the grinding starting point in the direction of travel; The second distance determination subunit is used to determine the motor distance and the deflection unit distance according to the placement order and the travel direction; wherein, the motor distance is the distance between each of the working motors and the foremost point of the single working train in the travel direction; the deflection unit distance is the distance between each of the deflection units and the foremost point of the single working train in the travel direction. The sequence determination subunit is used to determine the lowering sequence and the deflection sequence based on the serial number of the working motor and the direction of travel.

8. A rail engineering vehicle, characterized in that, include: Memory, used to store computer programs; A processor, configured to execute the computer program to implement the steps of the train formation and multiple-unit control method for track engineering vehicles as described in any one of claims 1 to 6.

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