Network control method for rail engineering vehicle

Abstract

The invention discloses a track engineering vehicle network control method, which comprises the following steps of: connecting a plurality of switches to form a train-level network consisting of a ring Ethernet, and realizing ring network coupling among the switches by quickly recovering network topology; the centralized control module and the main control module are connected with the switch of the vehicle to form a vehicle-level network; and the CAN function subnet is formed by connecting the extended I / O module with the vehicle centralized control module. The train-level network, the vehicle-level network and the CAN function sub-network form a three-level network architecture. The technical problems that an existing network control method is low in communication stability and high in fault rate, and faults are difficult to solve rapidly can be solved.

Description

Technical Field

[0001] This application relates to the technical field of railway engineering machinery, and particularly to a network control method applied to track engineering vehicles, especially rail grinding vehicles. Background Art

[0002] Track engineering vehicles refer to mechanical equipment specifically used for railway track construction, maintenance, and inspection, mainly including tamping cars, ballast cleaning cars, grinding cars, track inspection cars, flaw detection cars, track laying machines, bridge erecting machines, rail welding cars, etc. These vehicles play an important role in railway construction and maintenance, improving construction efficiency, ensuring track quality, and extending equipment life. A rail grinding vehicle is a track engineering vehicle specifically used for repairing and maintaining surface defects of rails. Its main functions include: eliminating surface defects of rails, such as wavy wear, fatigue cracks, indentations, etc.; improving the wheel-rail contact relationship by optimizing the rail profile through grinding to reduce wheel-rail wear and noise; regular grinding can significantly extend the service life of rails and reduce replacement costs.

[0003] The network control system is the control center of track engineering vehicles and the core component for its intelligent and efficient operation, realizing functions such as real-time monitoring, logical control, data management, and fault diagnosis of the vehicle. Real-time monitoring includes real-time collection of operation data of each subsystem of the vehicle (such as power system, operation system, braking system, etc.), including parameters such as temperature, pressure, and speed, and real-time monitoring of key parameters during the operation process to ensure operation quality. Logical control realizes system control through logical operations and decisions. According to the state and rules of input signals, corresponding operations and behaviors are executed, enabling the system to complete tasks according to specified requirements, such as vehicle running and operation. Data management includes data storage and data analysis. Fault diagnosis includes real-time monitoring of the operation status of each subsystem of the vehicle, timely detection, and diagnosis of faults, etc.

[0004] In the prior art, the following documents are mainly related to this application:

[0005] Document 1 is a Chinese invention application with an application date of September 29, 2021, and a publication date of December 3, 2021, and a publication number of CN113741406A, applied by the applicant Zhuzhou Times Electronic Technology Co., Ltd. This invention discloses a network control system for large track maintenance machinery and its design method. The system includes: a main control module, a centralized control module, a display module, an Ethernet switch, and several I / O modules. The train-level network is composed of the main control module, the centralized control module, the display module, and the Ethernet switch. The in-vehicle network is composed of the main control module, the centralized control module, and the display module. The I / O sub-network is composed of the main control module, the centralized control module, and several I / O modules. The three-level control network is composed of the train-level network, the in-vehicle network, and the I / O sub-network to realize the decentralized control of the running and operation functions of large track maintenance machinery.

[0006] In summary, the existing network control methods still have the following technical problems to be solved urgently:

[0007] 1) High network communication failure rate, inability to display the communication status of expansion modules, and difficult to locate communication fault points;

[0008] 2) No emergency network running function, unable to run the vehicle when the main network fails;

[0009] 3) Unable to monitor data of engines, auxiliary generator sets, and main generator sets in real time, and manual frequent inspection of component status is required;

[0010] 4) No data recording function, and it is difficult to troubleshoot and solve occasional difficult problems;

[0011] 5) The lifting of the grinding motor depends only on network control, and there is no hard-wired emergency lifting function for the grinding motor. Summary of the Invention

[0012] In view of this, the purpose of this application is to provide a network control method for rail engineering vehicles to solve the technical problems of low security and stability of network communication in the existing network control methods and inability to guarantee operation quality and safety.

[0013] To achieve the above invention purpose, this application specifically provides a technical implementation solution for a network control method for rail engineering vehicles, including the following steps:

[0014] Connect several switches to form a train-level network composed of a ring Ethernet, and realize ring network coupling between the switches through a fast recovery network topology;

[0015] Form a vehicle-level network by connecting the centralized control module and the main control module to the vehicle's own switch;

[0016] Form a CAN function subnet by connecting the expansion I / O module to the vehicle's own centralized control module.

[0017] The train-level network, vehicle-level network, and CAN function subnet form a three-level network architecture.

[0018] Furthermore, the vehicle-level network further includes a display, and form a vehicle-level network by connecting the display, centralized control module, and main control module to the vehicle's own switch.

[0019] Furthermore, the expansion I / O module is selected from any one or more of an analog output module, a digital input module, and a high-level digital output module.

[0020] Further, the track engineering vehicle includes a first working vehicle, a second working vehicle, a power vehicle, a third working vehicle, a fourth working vehicle, a fifth working vehicle, and a sixth working vehicle that are connected in sequence. The first working vehicle and the sixth working vehicle are working vehicles with driver's cabs, and the second working vehicle, the third working vehicle, the fourth working vehicle, and the fifth working vehicle are working vehicles without driver's cabs.

[0021] One switch is configured for each of the first working vehicle, the second working vehicle, the power vehicle, the third working vehicle, the fourth working vehicle, the fifth working vehicle, and the sixth working vehicle, and the switch adopts a layer-2 or above network management switch. One of the uplink links of the ring Ethernet is always in an active state, while the other is in a backup state, so as to provide redundant and loop-free connections, and the reconfiguration time of the link is less than 20 ms.

[0022] Further, a running network is composed of a first working vehicle running display, a sixth working vehicle running display, a first working vehicle running centralized control module, a sixth working vehicle running centralized control module, and a power vehicle running centralized control module.

[0023] The running network is responsible for running man-machine interaction, transmission box commutation, oil filling, engine control, low constant speed running mechanism control, and auxiliary generator set control.

[0024] Ethernet communication is adopted among the first working vehicle running display, the sixth working vehicle running display, the first working vehicle running centralized control module, the sixth working vehicle running centralized control module, and the power vehicle running centralized control module.

[0025] CANFD communication is adopted between the power vehicle expansion I / O module and the power vehicle running centralized control module.

[0026] Further, a working network is composed of a first working vehicle working display, a sixth working vehicle working display, a first working vehicle cab working centralized control module, a first working vehicle outer corridor working centralized control module, a second working vehicle working centralized control module, a third working vehicle working centralized control module, a fourth working vehicle working centralized control module, a fifth working vehicle working centralized control module, a sixth working vehicle cab working centralized control module, and a sixth working vehicle outer corridor working centralized control module.

[0027] The working network is responsible for main generator set control, working man-machine interaction, grinding trolley retraction and extension, dust collection, air source, power pack, grinding motor drive, cradle frame deflection, and constant power grinding.

[0028] Ethernet communication is adopted among the operation display of the first operation vehicle, the operation display of the sixth operation vehicle, the operation centralized control module in the driver's cab of the first operation vehicle, the operation centralized control module in the outer corridor of the first operation vehicle, the operation centralized control module of the second operation vehicle, the operation centralized control module of the third operation vehicle, the operation centralized control module of the fourth operation vehicle, the operation centralized control module of the fifth operation vehicle, the operation centralized control module in the driver's cab of the sixth operation vehicle, and the operation centralized control module in the outer corridor of the sixth operation vehicle.

[0029] CANFD communication is adopted between the operation centralized control module in the driver's cab of the first operation vehicle, the operation centralized control module in the outer corridor of the first operation vehicle, the operation centralized control module of the second operation vehicle, the operation centralized control module of the third operation vehicle, the operation centralized control module of the fourth operation vehicle, the operation centralized control module of the fifth operation vehicle, the operation centralized control module in the driver's cab of the sixth operation vehicle, the operation centralized control module in the outer corridor of the sixth operation vehicle and the extended I / O module and the centralized control module within their respective functional subnets.

[0030] Furthermore, the operation centralized control module in the driver's cab of the first operation vehicle is responsible for logical operations such as the sequential start of the motors of the whole train, sequential lifting and lowering, sequential lifting and lowering of the fire baffle, fixed-point deflection, etc., issuing operation instructions, emergency braking logical operations, and operation alarm logical operations.

[0031] The running centralized control module of the first operation vehicle is responsible for the operation and issuance of the running control instructions for the driver's cab of the first operation vehicle.

[0032] The operation centralized control module in the outer corridor of the first operation vehicle, the operation centralized control module of the second operation vehicle, the operation centralized control module of the third operation vehicle, the operation centralized control module of the fourth operation vehicle, the operation centralized control module of the fifth operation vehicle, and the operation centralized control module in the outer corridor of the sixth operation vehicle are responsible for the control logical operations of their respective vehicles, including the start and stop of the power pack, the start and stop of the air source device, the start and stop of the dust collection motor, the start and stop of the grinding motor, the deflection of the cradle frame, the retraction and extension of the grinding trolley, and constant power grinding.

[0033] The running centralized control module of the power vehicle is responsible for the control of the transmission case, the control of the hydraulic running system, the running logical operations, and the running alarm logical operations.

[0034] The running centralized control module of the sixth operation vehicle is responsible for the operation and issuance of the running control instructions for the driver's cab of the sixth operation vehicle.

[0035] The operation centralized control module in the driver's cab of the sixth operation vehicle is responsible for the operation control logic and instruction issuance of this vehicle.

[0036] Further, connect the first operation vehicle running display, the first operation vehicle running centralized control module, the power vehicle running centralized control module, the power vehicle digital input module, the power vehicle digital output module, the relay module, the sixth operation vehicle running centralized control module, and the sixth operation vehicle running display through the CANFD bus. When a failure occurs in the Ethernet main network of the running network, enable the CANFD bus network communication.

[0037] Further, connect the CAN2 interface of the power vehicle running centralized control module to the first engine, and connect the CAN3 interface to the second engine, read and analyze the important data and alarm information of the engine, and send them to the first operation vehicle running display and the sixth operation vehicle running display for real-time monitoring.

[0038] Further, connect the RS485 / 232 interface of the power vehicle running centralized control module to the auxiliary generator set, read the important data and alarm information of the auxiliary generator set, and send them to the first operation vehicle running display and the sixth operation vehicle running display for real-time monitoring.

[0039] Further, connect the RS485 / 232 interface of the second operation vehicle operation centralized control module to the first main generator set, connect the RS485 / 232 interface of the third operation vehicle operation centralized control module to the second main generator set, and connect the RS485 / 232 interface of the fifth operation vehicle operation centralized control module to the third main generator set, read the important data and alarm information of the three main generator sets, and send them to the first operation vehicle operation display and the sixth operation vehicle operation display for real-time monitoring.

[0040] Further, connect the power supply terminals of the valve island controllers of the first operation vehicle, the second operation vehicle, the third operation vehicle, the fourth operation vehicle, the fifth operation vehicle, and the sixth operation vehicle to the normally open contacts of the relay of this operation vehicle. The coil of the relay is driven in series by the emergency lifting buttons of the grinding motors in the driver's cabs of the first operation vehicle and the sixth operation vehicle. When the vehicle network control system is powered on and initialized, the valve island controllers work normally. When the emergency lifting button of the grinding motor in any operation vehicle driver's cab is pressed, the coil of the relay loses power, the contacts disconnect, the valve island controllers of each operation vehicle lose power, and the grinding motor is lifted emergently.

[0041] By implementing the technical solution of the track engineering vehicle network control method provided in the present application, the following beneficial effects are obtained:

[0042] (1) The network control method of the rail engineering vehicle in this application adopts a three - level network system architecture. Among them, the switches achieve ring network coupling through a fast - recovery network topology, ensuring that one uplink is always active and the other is in a backup state, thereby providing redundancy and loop - free connection. The link re - configuration time is short, improving the network security and ensuring the operation quality and safety.

[0043] (2) The network control method of the rail engineering vehicle in this application uses a network architecture with a ring - shaped Ethernet as the main network and CANFD as the backup network for the running network, improving the communication stability. Through communication medium backup and seamless switching, the running control reliability is enhanced, further ensuring the network security and comfort.

[0044] (3) The network control method of the rail engineering vehicle in this application organically combines the main network, functional sub - networks and hard - wire control, which helps to improve the overall security and stability of the system. At the same time, all key components of the power system are connected to the network, enabling the monitoring of key parameters and safety interlocking.

[0045] (4) The network control method of the rail engineering vehicle in this application, while meeting the requirements of the vehicle's overall functions and various performance indicators, realizes real - time data monitoring of the engine, main generator set, and auxiliary generator set by adding hard - wire emergency lifting and emergency running functions for the grinding motor, reducing manual inspections and adding a data recording function, which helps to quickly solve difficult problems. Description of the Drawings

[0046] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following - described drawings are only some embodiments of this application. For those of ordinary skill in the art, without creative efforts, other embodiments can also be obtained based on these drawings.

[0047] Figure 1 It is a schematic block diagram of the system architecture of a specific embodiment of the rail engineering vehicle network control system based on the method of this application;

[0048] Figure 2 It is a schematic network topology diagram of a specific embodiment of the rail engineering vehicle network control system based on the method of this application;

[0049] Figure 3 It is a schematic data flow diagram of the running network in a specific embodiment of the rail engineering vehicle network control system based on the method of this application;

[0050] Figure 4 It is a schematic data flow diagram of the operation network in a specific embodiment of the rail engineering vehicle network control system based on the method of this application;

[0051] Figure 5 It is a schematic block diagram of the running emergency network in a specific embodiment of the track engineering vehicle network control system based on the method of the present application;

[0052] Figure 6 It is a schematic diagram of the operation communication status display interface in a specific embodiment of the track engineering vehicle network control system based on the method of the present application;

[0053] Figure 7 It is a schematic diagram of the running communication status display interface in a specific embodiment of the track engineering vehicle network control system based on the method of the present application;

[0054] Figure 8 It is a schematic diagram of the engine monitoring interface in a specific embodiment of the track engineering vehicle network control system based on the method of the present application;

[0055] Figure 9 It is a schematic diagram of the auxiliary generator monitoring interface in a specific embodiment of the track engineering vehicle network control system based on the method of the present application;

[0056] Figure 10 It is a schematic diagram of the main generator set monitoring interface in a specific embodiment of the track engineering vehicle network control system based on the method of the present application;

[0057] Figure 11 It is a schematic diagram of the structural principle of the grinding motor emergency lifting control network in a specific embodiment of the track engineering vehicle network control system based on the method of the present application. Detailed implementation manners

[0058] For the sake of citation and clarity, the technical terms, abbreviations or acronyms used hereinafter are recorded as follows:

[0059] MCM: Master Control Module, the abbreviation of the main control module, which runs all logical control algorithms, has the function of bus data recording, and has various peripheral communication interfaces such as RS232, CAN, Ethernet, USB, etc.;

[0060] ICM: Integrated Control Module, the abbreviation of the centralized control module, which is a control module integrating various I / O functions and communication functions, and the function interfaces include AI, DI, DO, CANFD, Ethernet, serial port, etc.;

[0061] AIM: Analog Iutput Module, the abbreviation of the analog input module;

[0062] AOM: Analog Output Module, the abbreviation of analog output module, which outputs -24~24mA signal or ±10V signal to control the actuator;

[0063] DIM: Digital Input Module, the abbreviation of digital input module, which collects high-level or low-level digital signals of digital sensors;

[0064] DOH: Digital Output High-level, the abbreviation of high-level digital output module, which controls in high-level mode and outputs PWM wave signal to control the actuator;

[0065] CAN: Controller Area Network, the abbreviation of controller area network, which is used for communication of the underlying control sub-network;

[0066] CANFD: CAN with Flexible Data rate, the abbreviation of controller area network with variable data rate, which is used for communication of the underlying control main network;

[0067] To make the objectives, technical solutions and advantages of the embodiments of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part rather than all of the embodiments of this application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of this application without making creative efforts shall fall within the scope of protection of this application.

[0068] As shown in the attached Figure 1 to the attached Figure 11 figures, specific embodiments of the network control method for the track engineering vehicle of this application are given. The following further explains this application with reference to the accompanying drawings and specific embodiments.

[0069] Embodiment 1

[0070] As shown in the attached Figure 1 figures, an embodiment of the network control method for the track engineering vehicle of this application specifically includes the following steps:

[0071] Connect several switches to form a train-level network composed of a ring-shaped Ethernet, and the switches are coupled through a fast recovery network topology to form a ring network;

[0072] Form a vehicle-level network by connecting the centralized control module and the main control module to the on-vehicle switch;

[0073] Form a CAN function subnet by connecting the extended I / O module to the on-vehicle centralized control module.

[0074] The train-level network, vehicle-level network, and CAN functional subnet form a three-level network architecture.

[0075] As a typical specific embodiment of this application, the vehicle-level network further includes a display. The vehicle-level network is formed by connecting the display, the central control module ICM, and the main control module MCM through the on-vehicle switch. Among them, the extended I / O module is selected from any one or more of the analog output module AOM, digital input module DIM, and digital output module DOH.

[0076] The track engineering vehicle further includes a first working vehicle B1, a second working vehicle C1, a power vehicle A, a third working vehicle C2, a fourth working vehicle C3, a fifth working vehicle C4, and a sixth working vehicle B2 connected in sequence. Among them, the first working vehicle B1 and the sixth working vehicle B2 are working vehicles with driver's cabs, and the second working vehicle C1, the third working vehicle C2, the fourth working vehicle C3, and the fifth working vehicle C4 are working vehicles without driver's cabs.

[0077] One switch is configured for each of the first working vehicle B1, the second working vehicle C1, the power vehicle A, the third working vehicle C2, the fourth working vehicle C3, the fifth working vehicle C4, and the sixth working vehicle B2. The switch uses a layer-2 or higher network management switch. One of the uplink links of the ring-shaped Ethernet is always active, while the other is in the backup state, so as to provide redundancy and loop-free connection, and the link reconfiguration time is less than 20 ms.

[0078] The running network is composed of the first working vehicle running display B1SCREEN, the sixth working vehicle running display B2SCREEN, the first working vehicle running central control module B1ICM, the sixth working vehicle running central control module B2ICM, and the power vehicle running central control module AICM.

[0079] The running network is responsible for running man-machine interaction, transmission box commutation, oil filling, engine control, low constant speed running mechanism control, and auxiliary generator set control.

[0080] Ethernet communication is adopted among the first working vehicle running display B1SCREEN, the sixth working vehicle running display B2SCREEN, the first working vehicle running central control module B1ICM, the sixth working vehicle running central control module B2ICM, and the power vehicle running central control module AICM.

[0081] CANFD communication is adopted between the power vehicle extended I / O module and the power vehicle running central control module AICM.

[0082] The operation network is composed of the operation displays TERM1 and TERM2 of the first operation vehicle, the operation displays TERM3 and TERM4 of the sixth operation vehicle, the operation centralized control module MB1_ICM in the driver's cab of the first operation vehicle, the operation centralized control module SB1_ICM in the outer corridor of the first operation vehicle, the operation centralized control module SC1_ICM of the second operation vehicle, the operation centralized control module SC2_ICM of the third operation vehicle, the operation centralized control module SC3_ICM of the fourth operation vehicle, the operation centralized control module SC4_ICM of the fifth operation vehicle, the operation centralized control module MB2_ICM in the driver's cab of the sixth operation vehicle, and the operation centralized control module SB2_ICM in the outer corridor of the sixth operation vehicle.

[0083] The operation network is responsible for main generator set control, operation man-machine interaction, grinding trolley retraction and extension, dust collection, air source, power pack, grinding motor drive, cradle frame deflection, and constant power grinding.

[0084] Ethernet communication is adopted among the operation displays TERM1 and TERM2 of the first operation vehicle, the operation displays TERM3 and TERM4 of the sixth operation vehicle, the operation centralized control module MB1_ICM in the driver's cab of the first operation vehicle, the operation centralized control module SB1_ICM in the outer corridor of the first operation vehicle, the operation centralized control module SC1_ICM of the second operation vehicle, the operation centralized control module SC2_ICM of the third operation vehicle, the operation centralized control module SC3_ICM of the fourth operation vehicle, the operation centralized control module SC4_ICM of the fifth operation vehicle, the operation centralized control module MB2_ICM in the driver's cab of the sixth operation vehicle, and the operation centralized control module SB2_ICM in the outer corridor of the sixth operation vehicle.

[0085] CANFD communication is adopted between the operation centralized control module MB1_ICM in the driver's cab of the first operation vehicle, the operation centralized control module SB1_ICM in the outer corridor of the first operation vehicle, the operation centralized control module SC1_ICM of the second operation vehicle, the operation centralized control module SC2_ICM of the third operation vehicle, the operation centralized control module SC3_ICM of the fourth operation vehicle, the operation centralized control module SC4_ICM of the fifth operation vehicle, the operation centralized control module MB2_ICM in the driver's cab of the sixth operation vehicle, the operation centralized control module SB2_ICM in the outer corridor of the sixth operation vehicle and the extended I / O modules and centralized control module ICM within their respective functional subnets.

[0086] The operation centralized control module MB1_ICM in the driver's cab of the first operation vehicle is responsible for logical operations such as the sequential start of the motors of the whole train, sequential lifting and lowering, sequential lifting and lowering of the fire baffle, fixed-point deflection, etc., issuing operation instructions, emergency braking logical operations, and operation alarm logical operations.

[0087] The running centralized control module B1ICM of the first operation vehicle is responsible for the operation and issuance of running control instructions for the driver's cab of the first operation vehicle.

[0088] The centralized control module for the outer corridor operation of the first work vehicle SB1_ICM, the centralized control module for the operation of the second work vehicle SC1_ICM, the centralized control module for the operation of the third work vehicle SC2_ICM, the centralized control module for the operation of the fourth work vehicle SC3_ICM, the centralized control module for the operation of the fifth work vehicle SC4_ICM, and the centralized control module for the outer corridor operation of the sixth work vehicle SB2_ICM are responsible for the control logic operations of this vehicle, including the start and stop of the power pack, the start and stop of the air source device, the start and stop of the dust collection motor, the start and stop of the grinding motor, the deflection of the cradle frame, the retraction and extension of the grinding trolley, and constant power grinding.

[0089] The centralized control module for the running of the power vehicle AICM is responsible for the control of the transmission case, the control of the hydraulic running system, the running logic operation, and the running alarm logic operation.

[0090] The centralized control module for the running of the sixth work vehicle B2ICM is responsible for the operation and distribution of the running control instructions in the driver's cab of the sixth work vehicle.

[0091] The centralized control module for the operation in the driver's cab of the sixth work vehicle MB2_ICM is responsible for the operation control logic and instruction distribution of this vehicle.

[0092] The running display of the first work vehicle B1SCREEN, the centralized control module for the running of the first work vehicle B1ICM, the centralized control module for the running of the power vehicle AICM, the digital input module of the power vehicle ADIM, the digital output module of the power vehicle ADOH, the relay module RM, the centralized control module for the running of the sixth work vehicle B2ICM, and the running display of the sixth work vehicle B2SCREEN are connected by the CANFD bus. When a failure occurs in the Ethernet main network of the running network, the CANFD bus network communication is enabled.

[0093] The CAN2 interface of the centralized control module for the running of the power vehicle AICM is connected to the first engine, and the CAN3 interface is connected to the second engine to read and analyze the important data and alarm information of the engine, and send them to the running display of the first work vehicle B1SCREEN and the running display of the sixth work vehicle B2SCREEN for real-time monitoring.

[0094] The RS485 / 232 interface of the centralized control module for the running of the power vehicle AICM is connected to the auxiliary generating set to read the important data and alarm information of the auxiliary generating set, and send them to the running display of the first work vehicle B1SCREEN and the running display of the sixth work vehicle B2SCREEN for real-time monitoring.

[0095] The RS485 / 232 interface of the operation centralized control module SC1_ICM of the second operation vehicle is connected to the first main generating set, the RS485 / 232 interface of the operation centralized control module SC2_ICM of the third operation vehicle is connected to the second main generating set, and the RS485 / 232 interface of the operation centralized control module SC4_ICM of the fifth operation vehicle is connected to the third main generating set, so as to read the important data and alarm information of the three main generating sets and send them to the operation displays (TERM1 and TERM2) of the first operation vehicle and the operation displays (TERM3 and TERM4) of the sixth operation vehicle for real-time monitoring.

[0096] The power supply terminals of the valve island controllers of the first operation vehicle B1, the second operation vehicle C1, the third operation vehicle C2, the fourth operation vehicle C3, the fifth operation vehicle C4 and the sixth operation vehicle B2 are connected to the normally open contacts of the relays of this section of the operation vehicle, and the coils of the relays are driven by the emergency lifting buttons of the grinding motors in the driver's cabs of the first operation vehicle B1 and the sixth operation vehicle B2 in series. When the vehicle network control system is powered on and initialized and the valve island controller works normally, when the emergency lifting button of the grinding motor in any operation vehicle driver's cab is pressed, the coil of the relay loses power, the contacts disconnect, the valve island controllers of each operation vehicle lose power, and the grinding motor is lifted emergently.

[0097] In the track engineering vehicle network control method described in Embodiment 1, the organic combination of the main network, the functional subnetworks and the hard-wired control helps to improve the overall safety and stability of the system. Secondly, the key components of the power system are connected to the network, enabling the monitoring of key parameters and safety interlocking. At the same time, the running network adopts a network architecture with a ring-shaped Ethernet as the main network and CANFD as the backup network, which can further improve the reliability of the running control.

[0098] Embodiment 2

[0099] As shown in the appendix Figure 1 An embodiment of the track engineering vehicle network control system based on the method described in Embodiment 1, adopting a three-level network architecture, specifically including:

[0100] A train-level network formed by a ring-shaped Ethernet formed between several switches, and the switches are coupled through a fast recovery network FRNT (a fast recovery network protocol for realizing loop topology) topology to form a ring network;

[0101] A vehicle-level network composed of a centralized control module and a main control module connected to the vehicle's own switch;

[0102] A CAN functional subnet composed of an extended I / O module connected to the vehicle's own centralized control module (the centralized control module ICM in the three-level network is used as an I / O module, including AI, DI, and DO functions).

[0103] As a typical specific embodiment of this application, the vehicle-level network further includes a display. The vehicle-level network is composed of the display, the Integrated Control Module (ICM), and the Main Control Module (MCM) connected to the on-vehicle switch.

[0104] Among them, the extended I / O module is selected from any one or more of the analog output module (AOM), digital input module (DIM), and digital output module (DOH).

[0105] The topology of the network control system for rail engineering vehicles based on "Ethernet + CANFD" is as shown in the appendix Figure 2 as follows:

[0106] The rail engineering vehicle (taking the rail grinding vehicle as an example) consists of 7 cars in total, namely the first working car B1, the second working car C1, the power car A, the third working car C2, the fourth working car C3, the fifth working car C4, and the sixth working car B2, which are connected in sequence. Among them, the first working car B1 and the sixth working car B2 are working cars with driver's cabs, and the second working car C1, the third working car C2, the fourth working car C3, and the fifth working car C4 are working cars without driver's cabs. Each of the first working car B1, the second working car C1, the power car A, the third working car C2, the fourth working car C3, the fifth working car C4, and the sixth working car B2 is equipped with a switch, and the switch uses a layer-2 or higher network management switch. One of the uplink links of the ring-shaped Ethernet is always active, while the other is in a backup state, so as to provide redundancy and loop-free connection, and the reconfiguration time of the link is less than 20 ms.

[0107] The control network of the entire rail engineering vehicle is divided into a running network and an operation network.

[0108] The running network is responsible for running man-machine interaction, transmission box commutation, oil filling, engine control, low constant speed running mechanism control, and auxiliary generator set control. A total of 3 cars in the whole train need to perform data interaction and communication, namely the driver's cab of the first working car B1, the power car A, and the driver's cab of the sixth working car B2. The running network is composed of the running display of the first working car B1SCREEN, the running display of the sixth working car B2SCREEN, the running centralized control module of the first working car B1ICM, the running centralized control module of the sixth working car B2ICM, and the running centralized control module of the power car AICM. Ethernet communication is used between the running display of the first working car B1SCREEN, the running display of the sixth working car B2SCREEN, the running centralized control module of the first working car B1ICM, the running centralized control module of the sixth working car B2ICM, and the running centralized control module of the power car AICM. CANFD communication is used between the power car extended I / O module and the running centralized control module of the power car AICM, and the exchanged data stream is as shown in the appendix Figure 3 as follows:

[0109] The operation network is responsible for the control of the main generator set, operation man-machine interaction, retraction and extension of the grinding trolley, dust collection, air source, power pack, drive of the grinding motor, deflection of the cradle frame, and constant power grinding. For the operation control of the entire train, data interaction and communication are required for 6 cars, which are located in the driver's cab of the first operation car B1, the outer corridor of the first operation car B1, operation cars C1 - C4, the outer corridor of the sixth operation car B2, and the driver's cab of the sixth operation car B2. The operation network consists of the operation displays TERM1 and TERM2 of the first operation car, the operation displays TERM3 and TERM4 of the sixth operation car, the operation centralized control module MB1_ICM in the driver's cab of the first operation car, the operation centralized control module SB1_ICM in the outer corridor of the first operation car, the operation centralized control module SC1_ICM of the second operation car, the operation centralized control module SC2_ICM of the third operation car, the operation centralized control module SC3_ICM of the fourth operation car, the operation centralized control module SC4_ICM of the fifth operation car, the operation centralized control module MB2_ICM in the driver's cab of the sixth operation car, and the operation centralized control module SB2_ICM in the outer corridor of the sixth operation car. Ethernet communication is used between the operation displays TERM1 and TERM2 of the first operation car, the operation displays TERM3 and TERM4 of the sixth operation car, the operation centralized control module MB1_ICM in the driver's cab of the first operation car, the operation centralized control module SB1_ICM in the outer corridor of the first operation car, the operation centralized control module SC1_ICM of the second operation car, the operation centralized control module SC2_ICM of the third operation car, the operation centralized control module SC3_ICM of the fourth operation car, the operation centralized control module SC4_ICM of the fifth operation car, the operation centralized control module MB2_ICM in the driver's cab of the sixth operation car, and the operation centralized control module SB2_ICM in the outer corridor of the sixth operation car. CANFD communication is used between the operation centralized control module MB1_ICM in the driver's cab of the first operation car, the operation centralized control module SB1_ICM in the outer corridor of the first operation car, the operation centralized control module SC1_ICM of the second operation car, the operation centralized control module SC2_ICM of the third operation car, the operation centralized control module SC3_ICM of the fourth operation car, the operation centralized control module SC4_ICM of the fifth operation car, the operation centralized control module MB2_ICM in the driver's cab of the sixth operation car, the operation centralized control module SB2_ICM in the outer corridor of the sixth operation car and the extended I / O modules and centralized control module ICM within their respective functional subnets to exchange data streams as Figure 4 shown.

[0110] The logic control program is centralized in the centralized control module ICM, and the function division of each centralized control module ICM is as follows. For the operation network with the same structure, the signal input and output interfaces are also the same. Therefore, the same set of programs is used for modules MB1_ICM and MB2_ICM, and the same set of programs is used for modules SB1_ICM - SB2_ICM (a total of 6).

[0111] MB1_ICM: The first operating vehicle cab operation centralized control module MB1_ICM is responsible for logical operations such as the sequential start of the motors of the whole train, sequential lifting and lowering, sequential lifting and lowering of the fire baffle, fixed-point deflection, etc., issuing operation instructions, emergency braking logical operations, and operation alarm logical operations.

[0112] B1ICM: The first operating vehicle running centralized control module B1ICM is responsible for the operation and issuance of the running control instructions of the first operating vehicle cab.

[0113] SB1_ICM~SB2_ICM: The first operating vehicle outer corridor operation centralized control module SB1_ICM, the second operating vehicle operation centralized control module SC1_ICM, the third operating vehicle operation centralized control module SC2_ICM, the fourth operating vehicle operation centralized control module SC3_ICM, the fifth operating vehicle operation centralized control module SC4_ICM, and the sixth operating vehicle outer corridor operation centralized control module SB2_ICM are responsible for the control logic operations of this vehicle, including the start and stop of the power pack, the start and stop of the air source device, the start and stop of the dust collecting motor, the start and stop of the grinding motor, the deflection of the cradle frame, the retraction and extension of the grinding trolley, and constant power grinding.

[0114] AICM: The power vehicle running centralized control module AICM is responsible for the control of the gearbox, the control of the hydraulic running system, running logical operations, and running alarm logical operations.

[0115] B2ICM: The sixth operating vehicle running centralized control module B2ICM is responsible for the operation and issuance of the running control instructions of the sixth operating vehicle cab.

[0116] MB2_ICM: The sixth operating vehicle cab operation centralized control module MB2_ICM is responsible for the operation control logic and instruction issuance of this section of the vehicle.

[0117] Among them, the power pack provides hydraulic power for the grinding trolley, the air source device provides air sources for dust collection and the operation of the grinding trolley, and the dust collection motor belongs to the dust collection device. There are 96 grinding motors and 48 fire baffles on 6 cars. The 96 grinding motors are powered by 3 operation generator sets. There are 32 grinding motors on every 2 cars sharing one operation generator set. Since the starting current of the grinding motors is very large, only one grinding motor can be started at the same time by each operation generator set. Therefore, sequential starting is required. To achieve the rail grinding operation, all the grinding motors should descend and lift as much as possible at the same time point (divided into left and right sides) so as to achieve the purpose that the landing area does not exceed 2 meters. The sequential lifting and lowering of the fire baffles means that the fire baffles descend or lift in sequence from the first one to the last one (divided into left and right sides). Fixed-point deflection means that all the grinding motors deflect in sequence at the same point, and non-fixed-point deflection means that all the grinding motors deflect at the same time. The issuance of operation instructions means sending action commands such as the start and stop of the grinding motors, the lifting and lowering of the grinding motors, the lifting and lowering of the fire baffles, and the deflection of the grinding motors to each slave machine, and the slave machine executes the actions after receiving the instructions. After some faults that affect the vehicle safety occur, emergency braking is output to control the vehicle to stop, and at the same time, operations of the grinding motors, the power pack, the dust collection device, etc. are stopped. Operation alarm means that in the whole system, equipment and devices related to operations such as the generator sets, the power pack, the air source device, the dust collection device, the grinding motors, and the fire baffles are monitored, and once an abnormality occurs, an alarm is given.

[0118] In terms of interface planning, both Ethernet and CANFD adopt M12 interfaces, which have good anti-vibration performance, are suitable for on-vehicle vibration environments, and can improve communication stability at the same time.

[0119] As Figure 5 shown, the first operation vehicle running display B1SCREEN, the first operation vehicle running centralized control module B1ICM, the power vehicle running centralized control module AICM, the power vehicle digital input module ADIM, the power vehicle digital output module ADOH, the relay module RM, the sixth operation vehicle running centralized control module B2ICM and the sixth operation vehicle running display B2SCREEN are connected by a CANFD bus. When a fault occurs in the Ethernet main network of the running network, the CANFD bus network communication is enabled.

[0120] In terms of communication status display, the communication status of the operation network and the running network is displayed on the display network information interface, including the Ethernet communication status and the CANFD communication status of the functional subnet, as shown in Appendix Figure 6 and 7 shown.

[0121] In terms of engine monitoring, the CAN2 interface of the AICM (Axle Integrated Control Module) in the power car running centralized control module is connected to the first engine, and the CAN3 interface is connected to the second engine. It reads and analyzes important engine data and alarm information, and sends them to the B1SCREEN (the running display of the first work vehicle) and the B2SCREEN (the running display of the sixth work vehicle) for real-time monitoring, as shown in the appendix Figure 8 as shown

[0122] In terms of auxiliary generator monitoring, the RS485 / 232 interface of the AICM in the power car running centralized control module is connected to the auxiliary generator set. It reads important data and alarm information of the auxiliary generator set, and sends them to the B1SCREEN (the running display of the first work vehicle) and the B2SCREEN (the running display of the sixth work vehicle) for real-time monitoring, as shown in the appendix Figure 9 as shown

[0123] In terms of main generator monitoring, the RS485 / 232 interface of the SC1_ICM (the operation centralized control module of the second work vehicle) is connected to the first main generator set, the RS485 / 232 interface of the SC2_ICM (the operation centralized control module of the third work vehicle) is connected to the second main generator set, and the RS485 / 232 interface of the SC4_ICM (the operation centralized control module of the fifth work vehicle) is connected to the third main generator set. It reads important data and alarm information of the three main generator sets, and sends them to the operation displays of the first work vehicle (TERM1 and TERM2) and the sixth work vehicle (TERM3 and TERM4) for real-time monitoring, as shown in the appendix Figure 10 as shown

[0124] In terms of data recording and export, since the MCM (Main Control Module) has an event recording function, connecting it to the switch can record network data, and the data can be exported through the USB interface. The MCM can be responsible for recording all CANFD and Ethernet data in the background, and it is very effective for positioning and analyzing occasional failures caused by network problems, such as: intermittent device data communication, and occasional abnormally large values of the device. The MCM records the data of the vehicle network. Due to the large amount of vehicle network data, the method of circular recording and rolling coverage is used for data recording. The eMMC storage capacity is 64GB, and it can record and store the record data of the rail grinding vehicle for at least 30 days

[0125] The lifting of the grinding motor of the rail grinding vehicle is controlled by the pressure difference between the upper and lower chambers of its lifting cylinder. When the pressure in the lower chamber > the pressure in the upper chamber + the gravity of the motor, the grinding motor rises. According to the pneumatic control principle, when the valve island controller does not work, the pressure in the lower chamber of the lifting cylinder of the grinding motor is the maximum pressure of the system, and the pressure in the upper chamber is 0. Therefore, the emergency lifting of the grinding motor can be controlled by hard wire. The schematic diagram is as shown in the appendix Figure 11As shown. The network control system further includes a grinding motor emergency lifting control network, which includes a valve island controller, a relay, and a grinding motor emergency lifting button. The power supply terminals of the valve island controllers of the first working vehicle B1, the second working vehicle C1, the third working vehicle C2, the fourth working vehicle C3, the fifth working vehicle C4, and the sixth working vehicle B2 are connected to the normally open contacts of the relays of this section of the working vehicle. The coil of the relay is driven by the series connection of the grinding motor emergency lifting buttons in the driver's cabs of the first working vehicle B1 and the sixth working vehicle B2. When the vehicle network control system is powered on and initialized and the valve island controller works normally, when the grinding motor emergency lifting button in the driver's cab of any working vehicle is pressed, the coil of the relay loses power, the contacts disconnect, the valve island controllers of each working vehicle lose power, and the grinding motors are lifted emergently. The normally open contacts of the relay are open when not powered, that is, the valve island controller is not powered. However, the prerequisite is that the coil of this relay is driven by the series connection of the normally closed buttons in the driver's cabs of the two end working vehicles (the normally closed buttons in the driver's cabs of the two end working vehicles are connected to the power supply before being connected in series). That is to say, once the system is powered on, the coil of this relay is powered on, so its normally open contacts are closed, and then the valve island controller is also powered on and works. When the normally closed button in any driver's cab is pressed, the coil of this relay will lose power, then its normally open contacts return to the initial open state, and at this time the valve island controller is in the state of losing power and not working. The switching valve for the grinding motor to lower is controlled by the valve island controller. Once the valve island controller loses power and does not work, the switching valves related to the grinding motor it controls lose power, and all the grinding motors will be lifted emergently. Finally, the lifting action logic is completed by the air circuit.

[0126] In the description of the present application, it should be noted that when an element is referred to as "fixed to" or "disposed on" another element, it can be directly disposed on the other element or indirectly disposed on the other element. When an element is referred to as "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0127] It should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present application.

[0128] In addition, the terms "first" and "second" are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of this application, the meanings of "a plurality of" and "several" are two or more, unless otherwise specifically defined.

[0129] It should be noted that the structures, ratios, sizes, etc. shown in the drawings of this specification are only used to cooperate with the content disclosed in the specification for those skilled in this technology to understand and read, and are not used to limit the implementable conditions of this application. Therefore, they do not have substantial technical significance. Any modification of the structure, change of the proportional relationship, or adjustment of the size, without affecting the effects that this application can produce and the purposes that can be achieved, should still fall within the scope covered by the technical content disclosed in this application.

[0130] By implementing the technical solutions of the track engineering vehicle network control method described in the specific embodiments of this application, the following technical effects can be achieved:

[0131] (1) The track engineering vehicle network control method described in the specific embodiments of this application adopts a three-level network system architecture. Among them, the switches achieve ring network coupling through a fast recovery network topology, ensuring that one uplink is always active and the other is in a backup state, thereby providing redundancy and loop-free connection. The link reconfiguration time is short, improving the network security and ensuring the operation quality and safety.

[0132] (2) The track engineering vehicle network control method described in the specific embodiments of this application uses a network architecture with a ring-shaped Ethernet as the main network and CANFD as the backup network for the running network, improving the communication stability. Through communication medium backup and seamless switching, the running control reliability is improved, further ensuring the network security and comfort.

[0133] (3) The track engineering vehicle network control method described in the specific embodiments of this application organically combines the main network, functional subnets, and hard-wired control, which helps to improve the overall security and stability of the system. At the same time, all key components of the power system are connected to the network, enabling the monitoring of key parameters and safety interlocking.

[0134] (4) The track engineering vehicle network control method described in the specific embodiments of this application, while meeting the requirements of the vehicle's overall functions and various performance indicators, realizes real-time data monitoring of the engine, main generator set, and auxiliary generator set by adding a hard-wired emergency lift and emergency running function for the grinding motor, reducing manual inspections, and adding a data recording function, which helps to quickly solve difficult problems.

[0135] In this specification, the various embodiments are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. For the same or similar parts among the various embodiments, reference can be made to each other.

[0136] As described above, these are only the preferred embodiments of this application and do not impose any form of limitation on this application. Although this application has been disclosed above with the preferred embodiments, it is not intended to limit this application. Any person skilled in the art can, without departing from the spirit and technical solutions of this application, make many possible changes and modifications to the technical solutions of this application by using the methods and technical contents disclosed above, or modify them into equivalent embodiments with equivalent changes. Therefore, any simple modification, equivalent replacement, equivalent change, and modification made to the above embodiments based on the technical essence of this application without departing from the technical solutions of this application still fall within the scope of protection of the technical solutions of this application.

Claims

1. A network control method for an orbital engineering vehicle, characterized in that It includes the following steps: Connect several switches to form a train-level network composed of a ring-shaped Ethernet, and couple the ring network through a fast recovery network topology between the switches; Form a vehicle-level network by connecting a centralized control module and a main control module to the on-vehicle switch; Form a CAN function subnet by connecting an extended I / O module to the on-vehicle centralized control module; The train-level network, vehicle-level network and CAN function subnet form a three-level network architecture.

2. The network control method for a rail engineering vehicle according to claim 1, wherein: The vehicle-level network further includes a display, and forms a vehicle-level network by connecting the display, centralized control module and main control module to the on-vehicle switch.

3. The network control method for a track engineering vehicle according to claim 2, wherein: The extended I / O module is selected from any one or more of an analog output module, digital input module, and high-level digital output module.

4. The network control method for a track engineering vehicle according to any one of claims 1 to 3, characterized in that: The track engineering vehicle includes a first work vehicle, a second work vehicle, a power vehicle, a third work vehicle, a fourth work vehicle, a fifth work vehicle and a sixth work vehicle connected in sequence; the first work vehicle and the sixth work vehicle are work vehicles with driver's cabs, and the second work vehicle, the third work vehicle, the fourth work vehicle and the fifth work vehicle are work vehicles without driver's cabs; Configure a switch for each of the first work vehicle, second work vehicle, power vehicle, third work vehicle, fourth work vehicle, fifth work vehicle and sixth work vehicle, and the switch adopts a two-layer or above network management switch; one of the uplink links of the ring-shaped Ethernet is always in an active state, and the other is in a backup state, so as to provide redundancy and loop-free connection, and the reconfiguration time of the link is less than 20ms.

5. The network control method for a track engineering vehicle according to claim 4, wherein: A running network is composed of a first work vehicle running display, a sixth work vehicle running display, a first work vehicle running centralized control module, a sixth work vehicle running centralized control module and a power vehicle running centralized control module; The running network is responsible for running man-machine interaction, transmission box commutation, oil filling, engine control, low constant speed running mechanism control and auxiliary generator set control; Ethernet communication is adopted between the first work vehicle running display, the sixth work vehicle running display, the first work vehicle running centralized control module, the sixth work vehicle running centralized control module and the power vehicle running centralized control module; CANFD communication is adopted between the power vehicle extended I / O module and the power vehicle running centralized control module.

6. The network control method for a track engineering vehicle according to claim 5, wherein: An operation network is composed of a first work vehicle operation display, a sixth work vehicle operation display, a first work vehicle cab operation centralized control module, a first work vehicle outer corridor operation centralized control module, a second work vehicle operation centralized control module, a third work vehicle operation centralized control module, a fourth work vehicle operation centralized control module, a fifth work vehicle operation centralized control module, a sixth work vehicle cab operation centralized control module and a sixth work vehicle outer corridor operation centralized control module; The operation network is responsible for main generator set control, operation man-machine interaction, grinding trolley retraction and extension, dust collection, air source, power pack, grinding motor drive, cradle frame deflection and constant power grinding; Ethernet communication is adopted among the operation display of the first working vehicle, the operation display of the sixth working vehicle, the centralized operation control module in the driver's cab of the first working vehicle, the centralized operation control module in the outer corridor of the first working vehicle, the centralized operation control module of the second working vehicle, the centralized operation control module of the third working vehicle, the centralized operation control module of the fourth working vehicle, the centralized operation control module of the fifth working vehicle, the centralized operation control module in the driver's cab of the sixth working vehicle, and the centralized operation control module in the outer corridor of the sixth working vehicle; CANFD communication is adopted between the centralized operation control module in the driver's cab of the first working vehicle, the centralized operation control module in the outer corridor of the first working vehicle, the centralized operation control module of the second working vehicle, the centralized operation control module of the third working vehicle, the centralized operation control module of the fourth working vehicle, the centralized operation control module of the fifth working vehicle, the centralized operation control module in the driver's cab of the sixth working vehicle, the centralized operation control module in the outer corridor of the sixth working vehicle and the extended I / O module and the centralized control module within their respective functional subnets; 7. The network control method for the track engineering vehicle according to claim 6, characterized in that: The centralized operation control module in the driver's cab of the first working vehicle is responsible for logical operations such as the sequential start of the motors of the whole train, sequential lifting and lowering, sequential lifting and lowering of the fire baffle, fixed-point deflection, etc., issuing operation instructions, emergency braking logical operation, and operation alarm logical operation; The centralized running control module of the first working vehicle is responsible for the operation and issuance of the running control instructions of the driver's cab of the first working vehicle; The centralized operation control modules in the outer corridors of the first, second, third, fourth, fifth, and sixth working vehicles are responsible for the control logic operations of their respective vehicles, including starting and stopping of the power pack, starting and stopping of the air source device, starting and stopping of the dust collection motor, starting and stopping of the grinding motor, deflection of the cradle frame, retracting and extending of the grinding carriage, and constant power grinding; The centralized running control module of the power vehicle is responsible for the control of the transmission case, the control of the hydraulic running system, running logical operation, and running alarm logical operation; The centralized running control module of the sixth working vehicle is responsible for the operation and issuance of the running control instructions of the driver's cab of the sixth working vehicle; The centralized operation control module in the driver's cab of the sixth working vehicle is responsible for the operation control logic and instruction issuance of this vehicle section.

8. The network control method for a rail engineering vehicle according to claim 6 or 7, characterized in that: Connect the running display of the first working vehicle, the centralized running control module of the first working vehicle, the centralized running control module of the power vehicle, the digital input module of the power vehicle, the digital output module of the power vehicle, the relay module, the centralized running control module of the sixth working vehicle, and the running display of the sixth working vehicle through the CANFD bus; when a failure occurs in the Ethernet main network of the running network, enable the CANFD bus network communication.

9. The network control method for a rail engineering vehicle according to claim 8, wherein: Connect the CAN2 interface of the centralized running control module of the power vehicle to the first engine, and connect the CAN3 interface to the second engine, read and analyze the important data and alarm information of the engine, and send them to the running display of the first working vehicle and the running display of the sixth working vehicle for real-time monitoring.

10. The network control method for a rail engineering vehicle according to claim 5, 6, 7 or 9, characterized in that: Connect the RS485 / 232 interface of the locomotive running centralized control module to the auxiliary generating set, read the important data and alarm information of the auxiliary generating set, and send them to the first operation vehicle running display and the sixth operation vehicle running display for real-time monitoring.

11. The network control method for a track engineering vehicle according to claim 10, characterized in that: Connect the RS485 / 232 interface of the second operation vehicle operation centralized control module to the first main generating set, connect the RS485 / 232 interface of the third operation vehicle operation centralized control module to the second main generating set, and connect the RS485 / 232 interface of the fifth operation vehicle operation centralized control module to the third main generating set to read the important data and alarm information of the three main generating sets, and send them to the first operation vehicle operation display and the sixth operation vehicle operation display for real-time monitoring.

12. The network control method for a track engineering vehicle according to claim 5, 6, 7, 9 or 11, characterized in that: Connect the power supply terminals of the valve island controllers of the first operation vehicle, the second operation vehicle, the third operation vehicle, the fourth operation vehicle, the fifth operation vehicle and the sixth operation vehicle to the normally open contacts of the relay of this operation vehicle. The coil of the relay is driven by the emergency lifting buttons of the grinding motors in the driver's cabs of the first operation vehicle and the sixth operation vehicle in series; when the vehicle network control system is powered on and initialized, the valve island controller works normally. When the emergency lifting button of the grinding motor in any operation vehicle driver's cab is pressed, the coil of the relay loses power, the contacts are disconnected, the valve island controllers of each operation vehicle lose power, and the grinding motor is lifted emergently.

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