Network control system, reconnection system and method of rail engineering vehicle

Abstract

The invention discloses a network control system, a reconnection system and a reconnection method of a rail engineering vehicle, and relates to the technical field of rail transit. The network control system comprises a switch arranged in each single train, a running display and an operation display, wherein the running display and the operation display are arranged in the first single train and / or the nth single train. The switch comprises an ETB module and a first ECN module which are in communication connection; the ETB modules of the switches in the first single train and the nth single train are used for being connected to respective adjacent rail engineering vehicles through an ETB network; the ETB + ECN network control system is used for achieving cooperative running and operation of multi-unit reconnection, multi-unit reconnection cooperative operation can be achieved, the operation efficiency is improved, different rail engineering vehicles are reconnected through a unified ETB interface, free marshalling of different vehicle types is facilitated, and the application requirements of different scenes can be met.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a network control system, a reconnection system and a method for 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 network control system, a reconnection system and a method for rail engineering vehicles, so as to make full use of the limited window time, enable multiple rail engineering vehicles to be reconnected and work collaboratively, and improve the working efficiency.

[0005] In order to solve the above technical problems, the present invention provides a network control system for a rail engineering vehicle, wherein the rail engineering vehicle comprises n single-section trains, and the network control system comprises: a switch arranged in each of the single-section trains, and a running display and an operation display arranged in the first single-section train and / or the nth single-section train;

[0006] Wherein, n is a positive integer greater than or equal to 2; the switch includes an ETB module and a first ECN module that are in communication connection; the ETB modules of the switches in two adjacent single-section trains are connected through an ETB network; the ETB modules of the switches in the first single-section train and the nth single-section train are both used to connect to their respective adjacent rail engineering vehicles through the ETB network;

[0007] The first ECN modules of the switches in two adjacent single-section trains are communicatively connected; the first ECN module is used to connect to the running control related modules and / or operation control related modules in the single-section train; the first ECN modules of the switches in the first single-section train and the nth single-section train are also used to communicate with the running display and operation display in the single-section train.

[0008] In another aspect, the system further comprises: a second ECN module disposed in each of the single train sections;

[0009] Among them, the ETB modules of the switches in the first single-section train and the nth single-section train are respectively communicated with the ECN modules in the single-section trains, and the second ECN modules in the two adjacent single-section trains are communicated; the first ECN module and the second ECN module in each of the single-section trains are used to connect to the running control related modules and / or operation control related modules in the single-section trains.

[0010] On the other hand, the first ECN module in each of the single-section trains is used to connect to the operation control related modules in the single-section train; the second ECN module in each of the single-section trains is used to connect to the running control related modules in the single-section train; the first ECN module in the 1st single-section train and the nth single-section train is also used to connect to the operation display in the single-section train, and the second ECN module in the 1st single-section train and the nth single-section train is also used to connect to the running display in the single-section train.

[0011] On the other hand, the system further comprises: a running control related module and an operation control related module provided in each of the single train sections;

[0012] Among them, the running control related modules include a running control unit, a traction control unit, a braking control unit, a running AI module, a running AO module, a running DI module and a running DO module; the operation control related modules include an operation control unit, an operation AI module, an operation AO module, an operation DI module and an operation DO module;

[0013] The first ECN module in each single-section train is connected to the operation AI module, operation AO module, operation DI module and operation DO module in the single-section train through the operation control unit in the single-section train; the second ECN module in each single-section train is respectively connected to the running control unit, traction control unit and braking control unit in the single-section train, and each running control unit is connected to the running AI module, running AO module, running DI module and running DO module in the single-section train.

[0014] On the other hand, the switch provided in each of the single train sections is a three-layer switch, and the second ECN module provided in each of the single train sections is a two-layer managed switch.

[0015] The present invention also provides a rail engineering vehicle reconnection system, comprising: at least two trains of rail engineering vehicles, each of the rail engineering vehicles comprising the network control system of the rail engineering vehicle as described above; two adjacent trains of the rail engineering vehicles are connected via an ETB network.

[0016] On the other hand, at least two rows of the rail engineering vehicles have the same type of work; wherein the type of work of the rail engineering vehicles includes turnout tamping vehicles, track tamping vehicles, stabilizing vehicles, track vehicles, screening vehicles, ballast vehicles, flaw detection vehicles, comprehensive work vehicles and rail grinding vehicles.

[0017] In addition, the present invention also provides a reconnection method for a rail engineering vehicle, which is applied to a rail engineering vehicle, wherein the rail engineering vehicle includes the network control system of the rail engineering vehicle as described above, and the method includes:

[0018] When the reconnection collaborative operation mode is started, the reconnection information of each rail engineering vehicle in the train formation is obtained; wherein two adjacent trains of rail engineering vehicles in the train formation are connected via an ETB network, and the reconnection information includes the combined position and placement order of each rail engineering vehicle;

[0019] 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;

[0020] 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.

[0021] On the other hand, the rail engineering vehicle includes a rail grinding vehicle, and determining the reconnection sequence number of the operating motor of each rail engineering vehicle in the train formation according to the reconnection information includes:

[0022] 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 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.

[0023] 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, as well as 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, as well as the deflection order of the deflection units corresponding to the left operating motor and the deflection order of the deflection units corresponding to the right operating motor in the single-section operating train; the additional distance includes the distance between the front end of each single-section operating train in the rail grinding vehicle in the driving direction and the grinding starting point; the motor distance includes the distance between each operating motor and the front end of the single-section operating train in the driving direction; the deflection unit distance includes the distance between each deflection unit and the front end of the single-section operating train in the driving direction.

[0024] The present invention provides a network control system for a rail engineering vehicle, wherein the rail engineering vehicle comprises n single-section trains, and the network control system comprises: a switch arranged in each single-section train and a running display and an operation display arranged in the first single-section train and / or the nth single-section train; wherein n is a positive integer greater than or equal to 2; the switch comprises an ETB module and a first ECN module which are in communication connection; the ETB modules of the switches in two adjacent single-section trains are connected via an ETB network; the ETB modules of the switches in the first single-section train and the nth single-section train are both used to be connected to the respective adjacent rail engineering vehicles via the ETB network; the first ECN modules of the switches in the two adjacent single-section trains are in communication connection; the first ECN module is used to be connected to a running control related module and / or an operation control related module in the single-section train; the first ECN modules of the switches in the first single-section train and the nth single-section train are also used to be in communication connection with the running display and the operation display in the single-section train.

[0025] It can be seen that the present invention realizes the coordinated running and operation of multiple units by setting the ETB module and the first ECN module in the switch in each single-unit train in the rail engineering vehicle, and using the ETB+ECN network control system, which can make full use of the limited skylight time, so that multiple units can be reconnected and work together to improve the working efficiency, and different rail engineering vehicles use a unified ETB interface for reconnection, which is convenient for the free grouping of different models, making the grouping more flexible and rich, and can meet the application requirements of different scenarios. In addition, the present invention also provides a reconnection system and method for rail engineering vehicles, which also has the above-mentioned beneficial effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] 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.

[0027] Figure 1 A structural block diagram of a network control system for a rail engineering vehicle provided by an embodiment of the present invention;

[0028] Figure 2 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;

[0029] Figure 3 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;

[0030] Figure 4 A schematic diagram of a sequential demarshalling operation of a multi-train marshaling system provided by an embodiment of the present invention;

[0031] Figure 5 for Figure 4 The schematic diagram of the return of a multi-train formation after the operation is completed is shown;

[0032] Figure 6 A schematic diagram of the architecture of a reconnection system based on an ECN+ETB network provided by an embodiment of the present invention;

[0033] Figure 7 A flow chart of a method for controlling the marshaling and reconnecting of rail engineering vehicles provided by an embodiment of the present invention;

[0034] Figure 8 Schematic diagram of four combinations of two trains of 48-head rail grinding vehicles connected together according to an embodiment of the present invention;

[0035] Fig. 9 A diagram showing a reconnected form of a 96-head rail grinding fleet provided by an embodiment of the present invention;

[0036] Fig.10 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;

[0037] Fig.11 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;

[0038] Fig.12A schematic diagram of the motor arrangement of a 96-head rail grinding fleet provided by an embodiment of the present invention;

[0039] Fig.13 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;

[0040] Fig.14 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. DETAILED DESCRIPTION

[0041] 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.

[0042] Please refer to Figure 1 , Figure 1 The structural block diagram of a network control system of a rail engineering vehicle provided by an embodiment of the present invention. The rail engineering vehicle includes n single-section trains 100, and the network control system includes: a switch 110 provided in each single-section train 100, and a running display 120 and an operation display 130 provided in the first single-section train 100 and / or the nth single-section train 100;

[0043] Wherein, n is a positive integer greater than or equal to 2; the switch 110 includes a communication-connected ETB module 111 and a first ECN module 112; the ETB modules 111 of the switches 110 in two adjacent single-section trains 100 are connected via an ETB network; the ETB modules 111 of the switches 110 in the first single-section train 100 and the nth single-section train 100 are both used to connect to the respective adjacent rail engineering vehicles via the ETB network;

[0044] The first ECN modules 112 of the switches 110 in two adjacent single-section trains 100 are communicatively connected; the first ECN module 112 is used to connect the running control related modules and / or operation control related modules in the single-section train 100; the first ECN modules 112 of the switches 110 in the 1st single-section train 100 and the nth single-section train 100 are also used to communicate with the running display 120 and the operation display 130 in the single-section train 100.

[0045] It is understandable that the rail engineering vehicle in this embodiment can be a rail train responsible for the inspection and maintenance of the rail line. This embodiment does not limit the specific types of rail engineering vehicles. For example, the types of rail engineering vehicles can be divided into many types according to their functions, such as turnout tamping vehicles, line tamping vehicles, stabilizing vehicles, rail vehicles, screening vehicles, ballast vehicles, flaw detection vehicles, comprehensive operation vehicles and rail grinding vehicles; the types of rail engineering vehicles in this embodiment can be any one of turnout tamping vehicles, line tamping vehicles, stabilizing vehicles, rail vehicles, screening vehicles, ballast vehicles, flaw detection vehicles, comprehensive operation vehicles and rail grinding vehicles.

[0046] Correspondingly, in the present embodiment, the n single-section trains 100 in the rail engineering vehicle can all be provided with switches 110 (such as three-layer switches) to utilize the ETB (Ethernet Train Backbone) module in the switch 110 in the n single-section trains 100 and the ETB+ECN network control system composed of the first ECN (Ethernet Consist Network) module to realize a reconnection system composed of at least two rail engineering vehicles, thereby realizing the coordinated running and operation of multiple reconnections, making full use of the limited window time and improving work efficiency. That is to say, in the present embodiment, the rail engineering vehicle can utilize the ETB module 111 in the first single-section train 100 and the nth single-section train 100 to connect with the ETB module 111 in the first single-section train 100 or the nth single-section train 100 of other rail engineering vehicles through the ETB network, thereby forming a reconnection system with other rail engineering vehicles to perform coordinated running and operation of multiple reconnections.

[0047] Accordingly, in this embodiment, by setting the ETB module 111 in each single-section train 100 in the rail engineering vehicle, the ETB modules 111 in the n single-section trains 100 can be redundant with each other, so that when a problem occurs in any ETB module 111, it is possible to switch to the redundant ETB module 111 to continue to complete the marshaling function of the reconnection system, thereby improving reliability.

[0048] Among them, in this embodiment, through the setting of the first ECN module 112 in the switch 110, through the communication connection between the first ECN module 112 and the ETB module 111 in the switch 110, and the communication connection between the first ECN module 112 and the modules related to the running control and operation control of the rail engineering vehicle set in the single train 100 of the switch 110, the communication connection between the running control related modules and the operation control related modules in each rail engineering vehicle in the reconnection system is realized, thereby realizing the coordinated running and operation of multiple machines in reconnection.

[0049] That is to say, when a single-section train 100 is only provided with a running control related module or an operation control related module, the first ECN module 112 in the single-section train 100 can be communicated and connected with the running control related module or the operation control related module in the single-section train 100; when a single-section train 100 is provided with a running control related module and an operation control related module, the first ECN module 112 in the single-section train 100 can be communicated and connected with the running control related module and the operation control related module in the single-section train 100.

[0050] Furthermore, in order to further improve the reliability of the network control system and the reconnection system, since the number of ETH (Ethernet) ports of the first ECN module 112 in the switch 110 is limited, a second ECN module (such as a layer 2 managed switch) can be set in each single train 100 in the rail engineering vehicle in this embodiment, such as the ETB module 111 of the switch 110 in the first single train 100 and the nth single train 100 are respectively communicated with the ECN module in the single train 100, and the second ECN modules in the two adjacent single trains 100 are communicated; the first ECN module 112 and the second ECN module in each single train 100 are used to connect to the running control related modules and / or operation control related modules in the single train 100; through an independent switch 110 (such as Figure 2 and Figure 3 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.

[0051] Correspondingly, the first ECN module 112 and the second ECN module in the single-section train 100 in the rail engineering vehicle can be used to connect one-to-one with the running control related modules and the operation control related modules in the single-section train 100, respectively, to facilitate subsequent control. For example, the first ECN module 112 in each single-section train 100 is used to connect the operation control related modules in the single-section train 100; the second ECN module in each single-section train 100 is used to connect the running control related modules in the single-section train 100; the first ECN module 112 in the first single-section train 100 and the nth single-section train 100 is also used to connect the operation display 130 in the single-section train 100, and the second ECN module in the first single-section train 100 and the nth single-section train 100 is also used to connect the running display 120 in the single-section train 100.

[0052] Correspondingly, the network control system provided in this embodiment may also include a running control related module and an operation control related module provided in each single train section 100 . This embodiment does not limit the specific number and type of running control related modules and operation control related modules. For example, the running control related modules may include a running control unit, a traction control unit, a braking control unit, a running AI (analog input) module, a running AO (analog output) module, a running DI module (digital input) and a running DO (digital output) module, etc.; the operation control related modules may include an operation control unit, an operation AI module, an operation AO module, an operation DI module and an operation DO module, etc.; for example, the first ECN module 112 in each single-section train 100 can be connected to the operation AI module, the operation AO module, the operation DI module and the operation DO module in the single-section train 100 through the operation control unit in the single-section train 100; the second ECN module in each single-section train 100 is respectively connected to the running control unit, the traction control unit and the braking control unit in the single-section train 100, and each running control unit is connected to the running AI module, the running AO module, the running DI module and the running DO module in the single-section train 100.

[0053] like Figure 2 and Figure 3 As shown, the ECNN (ECN node, i.e., the first ECN module 112) in the three-layer switch can be connected to the WCU (operation control unit), traction control unit (TCU), brake control unit (BCU) and battery management unit (BMS). The operation control unit cascades IO (input and output) modules such as the operation DO module (DOM), operation DI module (DIM), operation AO module (AOM) and operation AI module (AIM) 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). The running control unit cascades IO modules such as the running DO module (DOM), running DI module (DIOM), running AO module (AIM) and operation AI module (AIM) 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.

[0054] Correspondingly, the running display 120 and the operation display 130 in this embodiment can be set in the driver's cab of the rail engineering vehicle. For example, since a general rail engineering vehicle will have a front and rear driver's cab set in the single-section train 100 at both ends, the running display 120 and the operation display 130 can be set in the first single-section train 100 and the nth single-section train 100 in this embodiment.

[0055] like Figure 2 and Figure 3As shown in FIG. 1 , the single-machine network control system of a rail engineering vehicle 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 mutually 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 100 (such as Figure 4 CAR1-4 in the figure can represent the data communication between the four single-car trains 100 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 of the ring network or the damage of any ECN Ethernet switch will not affect the data interaction of each car in 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.

[0056] Correspondingly, the network control system (ie, network architecture) of the rail engineering vehicle in this embodiment is not limited to Figure 2 The complex model shown and Figure 3 The network control system of the simple vehicle type shown in the figure, such as the rail engineering vehicle, can also be other complex vehicles including 3 or more single-section trains 100, and can all be adopted Figure 2 and Figure 3 The corresponding scheme is set, and this embodiment does not impose any limitation on this.

[0057] In this embodiment, the embodiment of the present invention realizes the coordinated running and operation of multiple units by setting the ETB module 111 and the first ECN module 112 in the switch 110 in each single-section train 100 in the rail engineering vehicle, and utilizes the ETB+ECN network control system, which can make full use of the limited skylight time, enable the coordinated operation of multiple units, and improve the operation efficiency. In addition, different rail engineering vehicles use a unified ETB interface for reconnection, which facilitates the free grouping of different models, making the grouping more flexible and rich, and can meet the application requirements of different scenarios.

[0058] Corresponding to the above network control system embodiment, an embodiment of the present invention further provides a reconnection system for a rail engineering vehicle. The reconnection system for a rail engineering vehicle described below and the network control system for a rail engineering vehicle described above can be referred to each other.

[0059] A rail engineering vehicle reconnection system includes: at least two trains of rail engineering vehicles, each of which includes a network control system for rail engineering vehicles as provided in the above embodiment; two adjacent trains of rail engineering vehicles are connected via an ETB network.

[0060] In this embodiment, through the reconnection system composed of at least two rail engineering vehicles, these rail engineering vehicle groups can be reconnected to form a fleet (i.e., train formation). This embodiment does not limit the specific number and type of rail engineering vehicles in the reconnection system. For example, the types of work of the rail engineering vehicles in the reconnection system in this embodiment can be the same or similar. For example, the reconnection system can have at least two rail engineering vehicles of the same type of work, for example, it can include two 48-head rail grinding vehicles reconnected to form a 96-head rail grinding fleet. Since the operating speed of the two vehicles is the same, the operating efficiency can be doubled; the reconnection system can have rail engineering vehicles of similar types of work, such as a cleaning fleet composed of a cleaning vehicle and a ballast vehicle, a tamping fleet composed of a tamping vehicle (such as a turnout tamping vehicle or a track tamping vehicle) and a stabilizing vehicle, etc. 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).

[0061] For example, in this embodiment, at least two trains of rail engineering vehicles in the reconnection system can be reconnected to form a fleet (i.e., train formation); multiple fleets can be self-operated to predetermined points in sequence for operation, or multiple fleets can be coupled together and transported to predetermined points by rail tractors, and then the fleets can be separated for separate operations. After the operation is completed, the vehicles will return to the station in sequence or be coupled together again and transported to the station by rail tractors. In order to improve the operating efficiency of the reconnection and collaborative operation mode, specifications can be established for the formation operation process: 1. Before leaving the station, vehicles with similar functions should be reconnected and organized 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 for decoupling. Figure 4 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 5 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 4 and Figure 5 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.

[0062] Accordingly, at least two rail engineering vehicles in the reconnection system of this embodiment can communicate through the ETB network, so that the network control system (i.e., subnet) inside each rail engineering vehicle can form a reconnection system for train formation, and realize the coordinated operation of rail engineering vehicles in the reconnection system. Figure 6 As shown, cars #X1 to #X6 can represent six rail engineering vehicles with the same or similar working purposes. When collaborative work is required, the pre-set reconnection ETB interfaces of each car can be connected end to end to form a fleet (i.e., train formation) for coordinated 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 with other rail engineering vehicles. This embodiment does not limit the number of rail engineering vehicles in the train formation (i.e., reconnection system), which 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] Corresponding to the above system embodiment, an embodiment of the present invention further provides a reconnection method for a rail engineering vehicle. The rail engineering vehicle described below and the network control system of a rail engineering vehicle and the reconnection system of a rail engineering vehicle described above can be referenced to each other.

[0064] Please refer to Figure 7 , Figure 7A flow chart of a reconnection method for a rail engineering vehicle provided in an embodiment of the present invention. The method is applied to a rail engineering vehicle, the rail engineering vehicle includes a network control system of the rail engineering vehicle provided in the above embodiment, and the method includes:

[0065] Step 101: When starting the reconnection collaborative operation mode, the reconnection information of each rail engineering vehicle in the train formation is obtained; wherein, two adjacent rail engineering vehicles in the train formation are connected via an ETB network, and the reconnection information includes the combined position and placement order of each rail engineering vehicle.

[0066] It can be understood that the train formation in this embodiment can be a train formation composed of at least two rail engineering vehicles through the above-mentioned reconnection system, that is, two or more rail engineering vehicles connected through the ETB network can form a train formation when the reconnection collaborative operation mode is started.

[0067] 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).

[0068] 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.

[0069] 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 8When 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 8 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 8 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 8 In 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.

[0070] 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 Fig. 9 As shown, regardless Figure 8 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 8 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; Fig. 9 As shown, regardless Figure 8Whether 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.

[0071] 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.

[0072] 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.10 As shown, when the current rail engineering vehicle forms a reconnection system with other rail engineering vehicles, 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.

[0073] Step 102: 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 reconnection sequence numbers of any two operating motors are different.

[0074] 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 Fig. 9 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).

[0075] 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.

[0076] 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.

[0077] For example, two trains of three-car 48-head rail grinding vehicles use Figure 8 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 8 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.

[0078] Table 1 Display of the reconnection sequence number of the operating motor after the reconnection combination of cases 1 and 2

[0079]

[0080] Table 2 Display of the reconnection sequence number of the operating motors after the combination of cases 3 and 4

[0081]

[0082] 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.

[0083] 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.

[0084] For example, the underlying 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 reconnection system; 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 operating motor reconnection number displayed by the host computer.

[0085] 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.

[0086] 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.

[0087] 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.

[0088] 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.

[0089] 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.11 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.11 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.12 shown.

[0090] Correspondingly, the operating motors on the three grinding carriages on each single operating train (such as Fig.13 The positions of 1-24) in a single-section operating train can be as follows Fig.13 As shown, Fig.13NF 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.13 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.13 M1~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.

[0091] 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.

[0092] Table 3 Display of motor distance parameters in the forward direction

[0093]

[0094] Table 4 Motor distance parameter display table in the backward direction

[0095]

[0096] 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.

[0097] 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.14 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 previous working motor, and the motor distance of the deflection unit in the backward direction can be the motor distance of the subsequent working motor; in this way, the deflection unit distance parameters in the forward direction can be as shown in Table 5 below, and the deflection unit parameters in the backward direction can be as shown in Table 6 below.

[0098] Table 5 Display of the deflection unit distance parameters in the forward direction

[0099]

[0100] Table 6 Deflection unit distance parameter display table in the backward direction

[0101]

[0102] 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.

[0103] 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.

[0104] 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.

[0105] 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 reconnection method described above can be referred to each other.

[0106] A computer program product includes a computer program / instruction, which, when executed by a processor, implements the steps of the rail engineering vehicle reconnection method provided in the above method embodiment.

[0107] The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other. For the computer program product disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description.

[0108] The network control system, reconnection system and method of a rail engineering vehicle provided by the present invention are introduced in detail above. Specific examples are used in this article 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 claims of the present invention.

Claims

1. A network control system for a rail engineering vehicle, the rail engineering vehicle comprising n single-section trains, characterized in that: The network control system comprises: a switch arranged in each of the single-section trains and a running display and an operation display arranged in the first single-section train and / or the nth single-section train; Wherein, n is a positive integer greater than or equal to 2; the switch includes an ETB module and a first ECN module that are in communication connection; the ETB modules of the switches in two adjacent single-section trains are connected through an ETB network; the ETB modules of the switches in the first single-section train and the nth single-section train are both used to connect to their respective adjacent rail engineering vehicles through the ETB network; The first ECN modules of the switches in two adjacent single-section trains are communicatively connected; the first ECN module is used to connect to the running control related modules and / or operation control related modules in the single-section train; the first ECN modules of the switches in the first single-section train and the nth single-section train are also used to communicate with the running display and operation display in the single-section train.

2. The network control system for rail engineering vehicles according to claim 1, characterized in that: Also includes: A second ECN module provided in each of the single train sections; Among them, the ETB modules of the switches in the first single-section train and the nth single-section train are respectively communicated with the ECN modules in the single-section trains, and the second ECN modules in the two adjacent single-section trains are communicated; the first ECN module and the second ECN module in each of the single-section trains are used to connect to the running control related modules and / or operation control related modules in the single-section trains.

3. The network control system for rail engineering vehicles according to claim 2, characterized in that: The first ECN module in each of the single-section trains is used to connect to the operation control related modules in the single-section train; the second ECN module in each of the single-section trains is used to connect to the running control related modules in the single-section train; the first ECN module in the 1st single-section train and the nth single-section train is also used to connect to the operation display in the single-section train, and the second ECN module in the 1st single-section train and the nth single-section train is also used to connect to the running display in the single-section train.

4. The network control system for rail engineering vehicles according to claim 3, characterized in that: Also includes: Running control related modules and operation control related modules provided in each single train section; Among them, the running control related modules include a running control unit, a traction control unit, a braking control unit, a running AI module, a running AO module, a running DI module and a running DO module; the operation control related modules include an operation control unit, an operation AI module, an operation AO module, an operation DI module and an operation DO module; The first ECN module in each single-section train is connected to the operation AI module, operation AO module, operation DI module and operation DO module in the single-section train through the operation control unit in the single-section train; the second ECN module in each single-section train is respectively connected to the running control unit, traction control unit and braking control unit in the single-section train, and each running control unit is connected to the running AI module, running AO module, running DI module and running DO module in the single-section train.

5. The network control system for rail engineering vehicles according to claim 2, characterized in that: The switch arranged in each of the single train sections is a three-layer switch, and the second ECN module arranged in each of the single train sections is a two-layer managed switch.

6. A reconnection system for a rail engineering vehicle, characterized in that: include: At least two trains of rail engineering vehicles, each of the rail engineering vehicles comprising a network control system for rail engineering vehicles according to any one of claims 1 to 5; Two adjacent trains of the rail engineering vehicles are connected via an ETB network.

7. The reconnection system according to claim 6, characterized in that: At least two rows of the rail engineering vehicles have the same type of work; wherein the types of work of the rail engineering vehicles include turnout tamping vehicles, track tamping vehicles, stabilization vehicles, track vehicles, screening vehicles, ballast vehicles, flaw detection vehicles, comprehensive operation vehicles and rail grinding vehicles.

8. A method for reconnecting a rail engineering vehicle, characterized in that: Applied to a rail engineering vehicle, the rail engineering vehicle comprises a network control system for the rail engineering vehicle according to any one of claims 1 to 5, the method comprising: When the reconnection collaborative operation mode is started, the reconnection information of each rail engineering vehicle in the train formation is obtained; wherein two adjacent trains of rail engineering vehicles in the train formation are connected via an ETB network, and 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.

9. The method for reconnecting a rail engineering vehicle according to claim 8, characterized in that: The rail engineering vehicle includes a rail grinding vehicle, and 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 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.

10. The method for reconnecting a rail engineering vehicle according to claim 8, 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, as well as 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, 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 the single-section operating train; the additional distance includes the distance between the front end of each single-section operating train in the rail grinding vehicle in the driving direction and the grinding starting point; the motor distance includes the distance between each operating motor and the front end of the single-section operating train in the driving direction; the deflection unit distance includes the distance between each deflection unit and the front end of the single-section operating train in the driving direction.

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